Z. Henderson, T.

Hewlett,
T. Woodman & J. Yarrien
(Imgkid, n.d.)

This paper provides an analysis of the Alamillo Bridge and discusses the feasibility of future alterations. By considering the
existing structure and the predicted population for Seville the proposal for widening the bridge was deemed appropriate. It
was concluded that this would consist of an additional lane added to both sides of the box girder with a back stay cable to the
rear of the pylon. This report contains preliminary analysis for the new bridge structure.
Calculations are available upon request.
3. Order
Seville is the capital of Andalusia, one of the fifteen regions of Spain. As the fourth largest city in the country it
forms a major centre of economic growth; it provides a
quarter of the GDP of the autonomous region.

4. Refinement
5. Integration into the environment
6. Surface Texture
7. Colour

After the Guadalquivir flooded several times the government decided to reroute the river. What was the Guadalquivir is now known as Meandro de San Jeronimo, and a
new island, La Cartuja, was created.

8. Character
9. Complexity
10. Incorporation of Nature

In 1992 the Universal Exposition was held in Seville, requiring the local government to increase infrastructure
investment within the city. This resulted in the design
and construction of Puente del Alamillo, spanning across
the Meandro de San Jeronimo to the island of La Cartuja.

Calatrava succeeds in all of the above with the exception

of the fulfilment of purpose and function. Only the rules
deemed most relevant to this bridge, order, refinement,
character and function, are explored below:

Puente del Alamillo, the Alamillo Bridge, was designed by

Santiago Calatrava, a Spanish engineer and architect who
is famous for his use of unconventional form and materials.

The bridge has exceptional order. The cables, strung in a

harp like pattern, are spaced at aesthetically satisfying
regular intervals. Since the pairs of cables are only 5 m
apart, the oblique views of the bridge are not distorted.
The fins, placed on the underdeck of the bridge, are also
equally spaced and pleasing to the eye.

The aesthetics of the Alamillo Bridge have been extensively covered in the past by numerous parties. As a result they will only be discussed briefly in this report.
The ten rules governing the aesthetics of a bridge, as laid
out by Fritz Leonhardt, are:
1. Fulfilment of purpose/Function
2. Proportion

Careful use of shading conceals the connections of the

cables to the pylon, which itself utilises light to appear
more slender. The wide flanges of the fins and the pylon
taper to create a more elegant appearance. The most impactful refinement is the unique elimination of the backspan cables. The omission of these cables fundamentally
changes the nature of the bridge as it no longer functions
like a traditional cable stay.

There are only a few ways of making a bridge. Like this [he rapidly draws the bridge with cable stays counteracting the
forces on both sides] or you can take these cable stays away [he draws it again without the cables on one side.] The absence of that one thing that is what makes it tremendous.
Calatrava, on the design of the Alamillo Bridge
(Heathcote, 2012)

Calatravas work has a very distinguishable aesthetic.

The bright white and elegant flowing shape of the Alamillo Bridge is characteristic of his style; it is a visually striking bridge that oozes character and is as much a sculpture as a structure.

Functionally the Alamillo Bridge is a failure; it is inefficient and structurally dishonest. To the untrained eye the
bridge appears to be balancing, with the weight of the
inclined pylon supporting the bridge which in turn prevents the pylon from overturning. In reality there is
a large pile group which resists overturning, the bridge
itself functions as a box girder and the cables take a surprisingly low proportion of the load compared to a traditional cable stayed bridge.

The bridge consists of a 140m tall pylon and a hexagonal

box girder, with 26 cables connecting the two.

crease its stiffness and load capacity. Existing calculations show that the box girder does up to 60% of the
work and is observed to deflect significantly.
(Bristol.ac.uk, 2015)
There are 13 pairs of cables, 1 pair formed from 45
strands and the rest of 60 strands. They pairs are offset
by 5 m and run from the box girder to the pylon. The cables have been quoted as only supporting the dead load
of the bridge (Orr, 2008) but this is seen to be inaccurate
as under resonance checks they carry a much higher
force. (Casas, 1994)
The pylon is a mix of steel and concrete, weighing approximately 185 MN (Pollalis, 1999)and due the inclination it subjects the foundations to a significant moment.
Beneath the pylon the west foundation is a pile group
consisting of 54 piles, which are 2m in diameter. The surrounding soil is predominantly marl, a mudstone containing layers of clays and silts, with an undrained shear
strength taken to be 275 kPa. (Orr, 2008)

The detailed design of the bridges water courses is poor,

a common observation on many of Calatravas structures. As a result there is pock marking on the underside
of the concrete deck and other components. Whilst no
fatigue has been reported, given the cantilever nature of
the pylon, it would be expected at the head of the piles
and the connection to the pile cap. There is no way of
inspecting these areas for fatigue.

Elevation of Puente del Alamillo

The deck consists of a 100 mm deep precast concrete

slab plus a 130 mm deep in-situ slab, all supported by
the fins. Shear keys are situated between the precast and
in-situ slabs to enable composite action.
Steel fins at 4 m centres cantilever 13.2 m from the box
girder and support 10.5 m of road. The sectional dimensions have been taken from various images and sources;
the webs are approximated as 25 mm thick and the
flanges as 35 mm. The flanges taper from a width of
600mm at the box girder to 500mm at the tip. The steel
fins provide an efficient transfer of moment to the box
girder through axial forces in two struts as opposed to a
traditional moment connection.
The girder is constructed from 50mm thick steel plates
which form an asymmetrical hexagon. Stiffeners and diaphragms run along its length to resist torsional effects
and the west end is filled with concrete to further in-

Graffiti is prevalent on the bridge but there does not appear to be any structural vandalism present. An antispray paint coating should be added to the tower to prevent future tagging and degradation of the visual aesthetic.

The current population of Seville is approximately

700,000 but could increase in future years. As a result
the Alamillo Bridge may require an extension to increase
traffic capacity. By projecting the population through the
declining growth and the uniform percentage methods,
the analysis concludes that it is possible for the city to
grow significantly. Also to be taken into account is the
growth of nearby population and industrial centres
(Camas & Santiponce) which may cause an increase in
traffic across the bridge.

It must be considered whether adding an extra lane will

benefit the flow of traffic. This is difficult to determine,
but from inspecting the roads via satellite imaging, we
have concluded that additional lanes can be sensibly integrated into the bridge with minimal road restructuring.
The roads split into additional lanes just past the pylon
and this allows easy incorporation of an extra lane on the
bridge.

Removes moment from the pylon

Changes the character of the bridge
Inspired by Calatravas Trinity Bridge,
Manchester

On the Seville side of the bridge the road leads to a large,

seven lane roundabout. Extending the carriageway on
the south side of the bridge to increase the area for
merging is also useful. On the North side, the road is widened where it peels apart to allow easy integration of
traffic.
(Wahlin, n.d.)
To accommodate increased traffic flow two additional
lanes have been proposed, one on each side of the bridge.
Due to the increase in loading a backspan is required to
reduce excessive deflections at the end of the pylon.

Alters the moment in the pylon

Increases compression in the pylon
Minimises aesthetic impact
Retains the character of the bridge

(A View of Cities, n.d.)

(Living in Carmona, Seville, 2014)

Removes moment from the pylon

Detracts from the character of bridge
Has a large visual impact on the aesthetics of the
bridge

Alters the moment in the pylon

Minimises aesthetic impact
Minimises additional compression of the pylon
Retains the character of the bridge

The further analysis focuses on the single backspan option with both the vertical and angled orientations of the
cable considered. Removing the entire moment experienced by the system is unnecessary and uneconomical
since the pylon is already designed to resist large
amounts of bending. The angle of the cable is dictated
primarily by the road layout. An angle of 90 degrees to
the pylon optimally reduces the compression but would
require an undesirable restructure of the roads to the
west to accommodate a new anchor block. Otherwise the
solution has minimal negative impact to the bridge both
structurally and aesthetically.
(Skyscanner, n.d.)

The dead load is 54 MN from deck and box girder and

185 MN from the Pylon. (Pollalis, 1999)

Vehicular loading has been calculated according to

BS5400, however it should be noted that the bridge was
originally designed to the load case specified by the
Spanish Norma IAP. According to British Standard the
bridge is subjected to a uniformly distributed load (UDL)
of 11.63 kN/m along two notional lanes, with a third of
this value across the remaining four lanes. Due to the
improvements another two lanes of HA would be added. An appropriate knife edge load (120/40 kN) is also
applied at the worst case position for each analysis.

The worst case HB loading occurs under an axle length of

6m. Since the deck is supported on fins, cantilevered
from the central box girder, the HB loading is reduced
from the standard 45 units to 25 units. It should be noted that this report aims to provide an appropriately simplified analysis of the structure, therefore in some cases
HB loading may be neglected.

HB Loading Worst Case Axle Location

Pedestrian loading of the box girders top flange is also

considered. Due to the length of the bridge the standard
5kN/m2 pedestrian load is reduced to a patch load of
1.12kN/m2

Wind has a significant effect on the pylon, with the worst

case around the minor axis. For analysis the pylon was
divided into 50m vertical segments and the load calculated due to a maximum hourly mean wind speed of 26 m/
s. This produces a total force of 4.33 MN and a moment
of 315 MNm at the base of the pylon. The deck experiences a horizontal loading of 1.12 MN and an uplift of 2.3
MN with each individual fin subjected to 38 kN in uplift.

The road curves around a radius of 120m as it reaches

the west end of the bridge in order to accommodate the
junction. The centripetal force induces a 400 kN radial
and 300 kN vertical load which are transferred to the
pile cap.

Design for skidding considers a nominal load of 300 kN

in any lateral direction.

Seville experiences highly variable temperatures, between 46.6C and -5.5C. This has the potential to cause
156 mm of expansion to the deck at the eastern end, assuming a constant temperature throughout the box girder. There is a movement joint so the deck can be considered unrestrained. Should the deck be restrained, previous calculations indicate the box girder undergoes a
stress of 53N/mm2. (J Orr, 2008).
At this stage of design, these load cases have not been
accounted for as they are relatively minor compared to
the primary loading for this bridge. They have been noted for more detailed analysis.

The following analysis relies on the assumption that the

structural integrity of the bridge is close to as built, with
little signs of cracking, fatigue, or settlement. If there are
significant and/or numerous issues present the capacity
of the structure could be less than calculated and therefore may not be able to carry the increased loading. As a
result a basic study was undertaken to ascertain information on possible structural issues which concluded
that there are no significant defects.
All other assumptions will be stated at the beginning of
each relevant section.
The maximum moments experienced by the bridge have
been calculated through continuous beam coefficients
for both HA and HB loading cases. From the maximum
moments that were calculated it is clear that the reinforcement and prestress should be designed for the HB
load case, 62.7 kNm in sagging and 59.4 kNm in hogging
over a fin. It is assumed reinforcement acts in both the
longitudinal and transverse directions and has 50mm
concrete cover to the centre of the steel bars and mesh.

HA Lane Loading Worst Case Hogging

The initial design is for the construction stage, where

100mm thick prestressed panels will support their self
weight and the overlying in-situ concrete. Post construction the in situ concrete forms a composite deck. The
prestress should be designed for sagging, as per the 62.7
kNm noted above, but it was found that the construction
case proved more severe than the in service loading. The
top rebar should be designed to resist hogging. An example force diagram for the hogging load case can be seen
below. A prestressing force of 560 kN is required for the
precast planks due to the 100mm depth with the hogging
reinforcement consisting of M14 bars at 200mm centres.

Illustration of Additional Fins

Extending the existing fins would require custom sections

to be manufactured and many significant new connections to be installed. This approach retains the aesthetic
qualities of the original spacing and uses significantly
less steel.

Illustration of Extended Fins

Reinforced Concrete Force Diagram

For the modified fins two options have been considered:

The analysis assumes the worst case vertical loadings

only. The extended fin component consists of a steel
member with a 25mm web and 35mm flanges continuing
along the current taper. Together the combined flanges
will be 70mm thick and will continue along the existing
fin until they reach the box girder to aid the compressive

Additional fins would span the width of the new carriage-

Dimensions of Existing Fins

Section Through Modified Fin

way and be staggered every 2m from the existing. This

approach could make the underside look cluttered and
would not be an economical use of material.
Therefore the preferred solution is to extend and
strengthen the existing fins.

capacity of the strut.

Section properties are derived from the assumed dimensions of the steel fin and have been used to obtain a flexural capacity based on approximate buckling curves.
The moment capacities are compared against the applied
moments, as seen overleaf.

Worst Case Live Load Torsion Case (Current Structure)

The orange line corresponds to the fins moment capacity and the blue corresponds to the applied moment.
There will be adequate moment capacity for the load
case shown above; this remains true for all load cases.
The struts of the push pull connection, which transfer
moment from the fins to the box girder, have been
checked and deemed acceptable with respect to tension
and compression. The force in the compressive strut has
been calculated as 5.7 MN and will be required for a box
girder buckling check.

The box girder had an I - Value which has been taken

from a previous report (Orr,2008) This was tested with
parallel axis theorem. It has shown that the second moment of area has only been derived for the external
plates of the box girder and does not account for the Tstiffeners which run along its length or the deck. The
loading on the box girder has been limited to 10 percent
of the dead load and full HA loading, due to the carrying
capabilities of the cables.
With the conservative I-value it was then a simple exercise to find stresses at the worst case point on the box
girder and the deflection. These values were all deemed
appropriate other than the hogging moment next to the
box girder which is higher than would be allowed. However, at this point the box girder has been filled with concrete, greatly increasing its capacity. Due to the presence
of the concrete the effective length of the box girder decreased from 210m to 180m and during this analysis the
axial compression due to the cables was not considered.
If an Euler buckling case was undertaken, it is not clear
what the effective length should be; over the 180m effective length the buckling capacity would be very low.
The worst torsional case is a concentration of loading to
solely one side of the bridge and at maximum eccentricity from the central box girder, as seen top right.

The resultant torsion is calculated as 92.9 MNm, an increase of 40% over the original 6 lane case. This induces
an acceptable shear stress of 46.5 N/mm2.

Worst Case Live Load Torsion Case (Extended Structure)

Previous calculations have suggested that each of the 26

cables will only carry 5.2 MN under dead loading (Orr,
2008). In reality this was calculated as almost equal to
both the combined dead and HA loading. These cable
forces are closely comparable to values obtained via resonance testing.
For the initial design a Youngs modulus and maximum
tensile stress of 190,000 N/mm2 and 650N/mm2 respectively have been taken (Casas, 1994). It is assumed for
the worst case the cables will experience both dead and
HA loading.

Cable Tension Calculation

The capacity of a cable has been calculated on the premise that the individual strands were 15.2mm in diameter
as given by multiple sources. This value, paired with the
allowable stress, gives an overall capacity for the cable;

Pylon Load Envelopes

7.1 MN for the 60 strand and 5.3 MN for the 45 strand.

The vertical loading onto each cable has then been calculated and converted into a tension force. It was found
that under the improved loading the 45 strand cable may
be overloaded, but the degree of overload would require
a load ratio as determined by the relative stiffness of the
supporting cables and the box girder. It has been noted
that changing this pair of cables to 60 strands would be
the preferential design option even after further detailed
analysis has been undertaken.

The pylon is a hybrid of concrete and steel and carries a

significant amount of moment which is transferred to the
pile cap. The reason for the large moment is due to the
inclination of the pylon meaning the bridge can not act
like a cable stayed structure, even with major alterations.
For this report the cross sectional area of the pylon has
been approximated from several known points, with an
assumption that the moment and axial capacity of the
pylon is proportional to the I-value or area. Some of the
loads in the pylon calculations have been slightly approximated with cable forces being transferred to the pylon
at its centre of rotation.

known an approximate axial capacity may also be found,

assuming a concrete design stress of 25N/mm^2 or
higher. By looking at the effect of the cables the dead
load and HA loading can both be split into a bending and
an axial component, alongside a similar process for self
weight of the pylon. The utilisation factor for the pylon is
93%. This value is slightly conservative due to the design
assumptions which were followed. It does however give
confidence that the pylon will be suitable for the increased loading from the design changes. On the graph
below the two blue lines give the pylons moment capacity and the orange lines correspond to two different loading cases.
By including a new back cable the deflections at the top
of the tower may be limited under the application of HA
loading. Without the back cable the pylon would alternate the direction of deflection depending if HA loading
is present or not. Therefore the new backspan cable only
carries a significant tensile load when the deck is undergoing approximately 60% HA loading. The bending moment diagram for the pylon is a hybrid of propped and
unpropped cantilevers depending on the load case; an
example of which can be seen at the top.

To select the angle for the cable, two conditions have

been considered: a vertical cable and an angled cable.
The angle of the inclined cable has been chosen to be as
far away from the pylon as possible without interfering
with the road network.
To calculate the size of the backspan cable, the force to
be resisted was derived from the pylon calculations.
From there, vector force diagrams (Top, Page 8) have
been used to calculate the maximum force in the cable.
A conservative moment capacity for the pylon about its
minor and major axes may be plotted. As the area is

P is the compression in the pylon, and T is the tension in

the cable. Case 1, the angled cable, gives a maximum
force of 3.49MN in the cable and puts 0.78MN of com-

pression into the pylon. Case 2 gives a maximum force of

6.41 MN in the cable and 5.44 MN into the pylon.

Instead the ultimate capacity is taken as the bearing capacity of a soil block beneath the pile group.

(Barnes, 2010)
By considering the combined behaviour of the pile group
the ultimate bearing capacity is given as 2233 MN, an
increase of 50%.

Loading in Backspan Cables

Assuming cable steel fyd = 650 N/mm^2, Case 1 requires

one 31 strand cable, with strand diameter of 15mm. Case
2 requires one 55 strand cable, with strand diameter of
15mm. Whilst the additional compression added into the
pylon assists as post-tensioning, for both monetary and
aesthetic reasons, the angled cable is recommended.

The bearing and tensile capacities for a single pile are

calculated (Orr, 2008) as 27.4MN and 19.65MN respectively. This gives a total capacity of 1480 MN when multiplied by the 54 piles. However, the region of soil stressed
is much larger for a group than a single pile therefore
extrapolating the performance of one to multiple piles
may not be accurate.

West Foundations (Orr, 2008) (Pollalis, 1999)

The average spacing is 3.25m which translates to 5.25m

centres (Pollalis, 1999). The suggested centre to centre
spacing is 3 diameters for friction piles and 2 diameters
for end bearing piles. In this case the piles are predominantly end bearing so the spacing is considered acceptable.
The foundations are required to resist more than just
vertical forces. Due to the pylons inclination, torsional
effects from the box girder and wind loading the foundations carry bending in two directions, as indicated by the
arrows in the diagram bottom left.
The moment capacity of the group is calculated by treating the piles furthest from the centre of rotation in full
compression or tension with the capacity of adjacent
piles scaled linearly in relation to their distance. The
summation of each piles respective capacity multiplied
by its lever arm provides the moment resisting property
of the group. M1 was calculated at approximately 10,000
MNm and M2 was calculated at approximately 13,000
MNm.
As the analysis of the box girder and pylon had already
been undertaken it was a simple exercise to find the
loads and moments which would be transferred to the
pile cap. This has then been compared back to the calculated pile capacities to give a utilisation factor of 0.6;
showing that the foundations at the west end are adequate for the proposed alterations. A geotechnical investigation should be undertaken to confirm or deny the soil
properties.

Vibration testing has been carried out in 1992 and 2004,

for the cables and deck . The first mode of longitudinal
bending in the deck was found to have a frequency of
0.42Hz. This is extremely low and could be a result of the
truck (used to incite vibrations, see photograph on next
page), bouncing at its natural frequency and introducing
error. (Casas and Aparicio, 2009)

Canal Infill (Stage 1)

Vibration Excitement Test (Casas and Aparicio, 2009)

The vibration of the deck has previously been calculated

as 21Hz (fixed-fixed) and 14Hz Fixed-Pin (Orr, 2008).
These values seem far more reasonable than the measured values.
The natural frequency for the improved bridge can be
calculated for increased mass under the assumption that
it acts as a beam. This gives a natural frequency of
12.96Hz for the Fixed-Pin case, and is above the 5 Hz limit.

To add the fins to support the new road lanes multiple

possibilities have been proposed which have been summarised below:

Infill part of the canal

Hang a supporting cradle

Close the bridge

Close only one side and prop or allow torsion in

the box girder

Construction from a barge

Canal Infill (Stage 2)

A supporting cradle has been proposed with the intention of closing the bridge at nights. For this method, temporary barriers would be erected and the current concrete barriers broken down at the end of each fin. A cradle will then be hung from the underbelly of the deck and
supported by the current deck and fins. This will also
contain hoists and jacks to retrieve the metal fins from a
barge below. As seen beneath.

The first and fourth option both consider a infilling the

canal with temporary closure of the external lane whilst
fins are added. This has been included as an option as
during the original construction the canal was fully
dammed to allow temporary props to be used.
For the new case, the canal could be infilled in parts to
allow access down the canal where required and due to
the lack of any flow a relatively simple dam could be constructed. As seen on top right.

Supporting Cradle and Work Platform

Closing the bridge has been removed as an option due to

the local traffic conditions and the lack of support which
will be received from the local government.
Construction from a barge has also been considered. This
would allow for the barge to be floated into position before stabilising itself on the river bed and jacking the fins
into position. This method will depend solely on the bed,
both the draught which is present and the bearing capacity of underlying strata. These will need to be investigated further.

Brito, A., Criollo, C. and Vasquez, R., 2008. Alamillo

Bridge. [image] Available from: http://
anamariabrito.pbworks.com/w/page/12720678/
Alamillo%20Bridge [Accessed 2 May 2015].
Casas, J. and Aparicio, A., 2009. Rainwind-induced cable
vibrations in the Alamillo cable-stayed bridge (Sevilla,
Spain). Assessment and remedial action. Structure and
Infrastructure Engineering, 6(5), pp.549-556.
Casas, J., 1994. A Combined Method for Measuring Cable
Forces: The Cable-Stayed Alamillo Bridge, Spain. Structural Engineering International, 4(4), pp.235-240.

From the analysis, it is feasible to alter the bridge to allow for a greater movement of traffic due to future
growth of the area. This report gives the following recommendations:

Farrar, C., Duffey, T., Cornwell, P. and Doebling, S., 1999.

Excitation methods for bridge structures. In: International Modal Analysis Conference. [online] [Accessed 2 May
2015].

Extending the carriageway by adding two additional

lanes. To support these new lanes, the existing fins
should be extended and a backspan cable added to the
pylon to counteract the increased deflections caused by
the additional HA loading. It must be noted that due to
the inclination of the pylon the bridge can not act like a
cable stayed structure, even with major alterations. For
construction, using a stabilised barge would be recommended given the clearance under the bridge.

Heathcote, E., 2012. A man with a span. Financial Times.

[online] [Accessed 2 May 2015].

This scheme may detract from the aesthetics of the

bridge. Additionally, there is another complication in
Calatrava himself; in the past he has entered litigation
with local governments for alterations made to his structures, attempting to claim $3million for moral damages.

A View of Cities, n.d. Alamillo Bridge. [image] Available

from: http://www.aviewoncities.com/seville/
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Cable-Stayed Bridge: Special issues faced in the anaylsis
and construction. Proceedings of the ICE - Structures and
Buildings, 122(4), pp.432-450.
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Living in Carmona, Seville, 2014. Alamillo Bridge. [image]

Available from: http://livingincarmonaseville.com/wpcontent/uploads/2014/10/SAM_1980_Converted.jpg
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