Ponte Del Mare: Conceptual Design and Realization of a

Long Span Cable-Stayed Footbridge in Pescara, Italy

Mario De Miranda, Prof., Dr., IUAV University of Architecture, Venice, Italy; Studio De Miranda Associati, Milan, Italy;
Alessandro De Palma, Civil Eng. Studio De Miranda Associati, Milan, Italy and Alberto Zanchettin, Dr., IUAV University of
Architecture, Venice, Italy.

Abstract
A new cable-stayed footbridge has
been recently realized at the harbour
of the city of Pescara, in central Italy,
to connect the southern and northern coasts of the city seafront, which
are divided by the Pescara River. The
bridge was designed in its original
form as a suspended structure with two
curved decks joined at both ends. The
mast, positioned between the decks, is
designed to resemble, together with
the steel cables, a sail. Considerations
involving the structural response of
the structure, in particular to dynamic
loading on the two decks, suggested
employing a stiffer cable-stayed solution. A new configuration with one
layer of cable stays per deck was then
proposed to avoid the problems generated by the previous solution, with
both decks suspended to a single cable.
In this way, the structural behaviour is
more efficient, less deformable and the
aesthetic quality of the bridge is valorized.
Keywords: structural architecture;
footbridges; curved deck; dynamic
response.

Bridge Conception and

Description
Pescara is strongly linked to the sea
and its harbour plays a central role in
the economic and social environment
of the city. The preliminary design of
a new footbridge, at the mouth of the
River Pescara, aimed at stressing this
link: the suspension cables and the
antenna were conceived to resemble
the shape of the sail and of the mast
of a boat.

The structure is formed by a central

bridge completely made of steel and
by two approach viaducts made of
prestressed concrete. The total length
is 466 m. The main bridge has two separated curved decks: the first, 4,10 m
wide and 172,8 m long is reserved for
cycles, while the second, 3,10 m wide
and 147,7 m long, is set 2 m above the
first one and is dedicated to pedestrians. At both ends, the decks join together as one, approximately 7 m wide.
The bridge decks are made of a steel
spatial reticular truss, covered with a
bored steel sheet.

Preliminary Design
A central pylon, 49 m high, was originally designed to bear a single cable,
suspending both decks. The original
bridge then consisted of two main
curved girders suspended to a two
span parabolic cable, borne by a central tilted mast. The cable, anchored
to the ground by means of two braced
abutments, was also curved in plan to
follow the shape of the main girders.
A system of inclined hangers was used
to suspend the decks and transfer the
loads to the main cable (Fig. 1).
In order to allow sailing, the minimum
height of the bridge with respect to
the river level is 15 m: the necessary
height was obtained, as said, with access ramps made of prestressed concrete girders spanning about 30 m,
on concrete columns. The same bored
sheet that covers the decks was used
for the viaduct girders.
Great attention has also been paid
to the conception of the light system,
which is positioned on the mast and
on the cables in order to permit the

visibility of the entire bridge from a

distance.

Tender Stage and Design

Development
The Municipality of Pescara called for
an international competition for the
realization of the footbridge on the
basis of a preliminary design. The tender was won by a joint venture formed
by three Italian companies. Due to the
unusual structural system of the bridge
and its complicated building procedure,
the contractors appointed a consultant
to develop the final design, improving
the bridge feasibility and optimizing
the structural resources.
The original system was studied in
order to find potential critical aspects,
particularly concerning the dynamic
response of the structure. The results
showed that the bridge conceived in
preliminary design had a high deformability when loaded asymmetrically on
one of the two spans. Moreover, the
erection procedure would have presented various difficulties also keeping
in mind that the channel should have
been maintained navigable during the
bridge construction.
Another, less evident, problem was
a strong coupling of the aero-elastic
response in the two decks, suspended
to the same cable with inclined tension members; this implied that the
displacement of one deck, caused by
an imposed load, generated a displacement on the other deck. Consequently,
a deck was subjected to the aerodynamic force directly applied to it and
also to the elastic action coming from
the aerodynamic force applied on the

+18,50 m
+16,50 m

7,2%
8,0%
+1,80

+2,00 +2,50

+1,40

+1,50

+1,60

Spalla nord

Fig. 1: Layout of the bridge in the preliminary design

Structural Engineering International 1/2010

X482_21-25.indd 21

Structures Worldwide

21

2/1/10 10:19:46 AM

other one. Furthermore, the two decks

being slightly different and separated,
they had unequal modes of vibration.
It was clear that a sectional wind tunnel test hardly would have been able to
simulate such a complicate interaction,
and a full model, apart from cost and
time, would have modelled the special
cross section with poor precision. To
overcome the three above-mentioned
factors, a new suspension system was
defined consisting of an earth anchored
cable-stayed system (Figs. 24).
The deformability was reduced by one
fourth due to the more direct transfer
of loads to the mast; the erection got
simpler; the aerodynamic wind tunnel
tests became feasible due to the decoupling of the static response of the decks.

Fig. 2: Sketch of final layout

Aerodynamic and Dynamic

Analysis

of the architectonical layout of the

bridge. The same parameters (slenderness and lightness) also imply a strong
sensitivity of the bridge under imposed
crowd loading.

The wind tunnel tests were performed

at the Department of Mechanics of
the Polytechnic in Milan. Sectional
models of the bridge in scale 1 : 5
were tested and analysed to obtain the
aerodynamic parameters necessary to
perform the numerical simulations of
bridge behaviour under wind loading
(Fig. 5).
Numerical analysis was made at the
same Polytechnic and at the Department of Structural Engineering of the
University of Trento.
The sensitivity of the bridge conceived
in the preliminary design towards wind
loading comes from its geometric characteristics: high span/height ratio, deep
decks and light structure.
However, these aspects were asked to
be retained in order to avoid alteration

different angles: only one section is hit

perpendicularly, while all the others
have a skew angle varying from 90
to 0. This aspect was actually not
modelled in the wind tunnel tests, so
the precautionary option, although
not physically coherent, of wind
always perpendicular to the deck has
been considered.

Bridge aerodynamic analysis has been

further complicated, due to a series of
factors:
The bridge has two decks which are
different in form and dimensions.
Each deck has an asymmetric shape,
leading to a different behaviour when
wind comes from opposite sides.
Decks, being one in the wake of
the other, influence mutually their
response to wind loading.
The effects determined by the bored
steel sheet covering the decks can be
evaluated only by testing specimens
on a sufficiently large scale.
The decks form in plan an arch with
an angle of about 90. Considering
that wind direction is mainly constant,
this curvature implies that every
section of the deck is hit by wind at

The first tests were performed initially on an elastically supported model,

simulating the dynamic conditions of
the first mode of vibration. These tests
have shown a good behaviour with
respect to the Von Karman vortices1
and a sufficiently high aero-elastic
stability. A second series of tests was
made with the model supported by dynamic actuators, imposing on the deck
a dynamic deformation which allows
the definition of the dynamic characteristics depending on the movement of the deck and its frequency of
vibration, that is the so-called flutter
derivatives.2,3

49,00

17,376

2,60 Quota P.C.

35,000

30,000
Access viaduct axis
6,96%

34,000

0,00

1,40 Quota P.C.

34,000

147,666
Cycle bridge axis
p = var.

30,000

30,000
30,000
Access viaduct axis
p 6,96%

30,000

40,000

Longitudinal view cycle bridge

49,00
17,416

2,60 Quota P.C.

35,000

35,000
Accessviaduct axis
p 6,69%

34,000

0,00

172,763
Pedestrian bridge axis
p = var.

1,40 Quota P.C.

34,000

30,000

30,000
30,000
Access viaduct axis
p 6,96%

30,000

40,000

Longitudinal view pedestrian bridge

Fig. 3: Bridge elevation (Units: m)

22

Structures Worldwide

X482_21-25.indd 22

Structural Engineering International 1/2010

2/1/10 10:19:54 AM

5,0

vibration. The frequency of vibration

rose to a factor of two in comparison
with the original layout, with parabolic
cables.

00

Start

aR
ar
sc
Pe

35,011

SPN

er
iv

This increment enhances the aerodynamic stability of the same factor, as

confirmed by the wind tunnel tests,
showing the effectiveness of the optimized suspension system.

P1

00
30,0 38
,9
R = 80

34
,00
0

P2

The Final Structural System

7
7,5

As previously mentioned the final configuration of the bridge preserves the

original aspect but changes radically
its structural response.

4,100

North

3,100

172
P3
147 ,763
,66
6

7,57

Po
rto
ca

34,0
P4

na
le

00

R
P5

00 9
0,0
3 57,85
=1
R

P6

00 3
0,0 19
3 57,
1
=

P7

0 4
,00 ,73
30 70
4
=

P8

00 7
0,0 ,18
9
45
=

5,0

SPS

40

,00

00

5,0

End

Fig. 4: Plan view of bridge and viaducts

damping guaranteeing a sufficient

factor of safety of the deck for the first
mode of vibration with respect to the
critical speed was found to be 2,5%
of the critical damping. The tests also
confirmed a direct relation between
aero-elastic stability and first mode of

Two different groups of cable stays

were employed, with respect to the sea,
one suspending the external deck for
pedestrians and the other the internal
one reserved for cycles. The cables link
the top part of the mast to the internal part of each deck, realizing an eccentric support. Two conic surfaces are
defined by the cable stays. A couple of
back stays work as bracings guaranteeing stability of the mast in the longitudinal plane of the bridge. The trussed
girders (Figs. 6 and 7) are integral over
the end piers, made of steel-concrete
composite construction. The required
structural damping was obtained by
two couples of heavily damped stay
cables linking the pylon base to the
decks, at the location of maximum
modal displacements. Vibrations of
stay cables are contrasted by elastomeric dampers. The mast (Fig. 8), tilted
at 10 with respect to the vertical axis,
has variable cross section, being maximum at mid height and minimum at
both ends (pinned structural scheme).
It is made of 1,00 m diameter steel
hollow tubes, externally stiffened by
T-shaped ribs, forming a tapered cylindrical shape, with good aesthetic
characteristics and at the same time
economic enough.

Cross sectionpedestrian bridge

Cross sectioncycle bridge

Fig. 6: Typical cross sections of the pedestrian and cycle girders (Units: mm)

Structural Engineering International 1/2010

X482_21-25.indd 23

1900

The tests showed that the deck section

is strongly affected by the reduced
velocity, which is the non-dimensional
ratio between wind speed and the
speed that an air particle needs to
cover the width of the deck in a
period of time equal to the period of
vibration of the structure. The total

1900

Fig. 5: The sectional model of the

pedestrian bridge on wind tunnel

Structures Worldwide

23

2/1/10 10:20:06 AM

lifted and positioned on the piers;

at the same time joints connecting
different elements were closed;
the inclined mast was then erected
in segments and braced by two
inclined pipes, in order to get a
stable and stiff structure during the
subsequent phases;
with both the steel girders joined
and bearing on temporary piers, stay
cables were tensioned so that, at the
end of the stage, the girders lifted
from the temporary supports were
suspended by the stay cables;
the end pins and the provisional
struts
were
removed,
once
tensile forces started acting
on the provisional strut of the
mast (compression forces in the
provisional phase);
the slabs of the two decks were
concreted after checking and adjusting
the forces acting on the cables.

Finally, the paving and the finishing

were realized.

Fig. 7: Connection between the two girders and the anchor pier

Conclusions
+49,00

The erection procedure, which ended

in July 2009, consisted of the following
phases (Figs. 911):
the concrete piers of the viaduct
were realized, based on drilled piles
of 1200 mm diameter;
the prestressed concrete girders
forming the viaducts were built by
means of a span-by-span process;
the side piers, made of steel tubes
were then erected, filled with
concrete and vertically prestressed;
the steel girders of the cable-stayed
bridge were then assembled at
ground level, in elements about
35 m long and completed with the
corrugated steel sheeting;
a set of temporary piers were then
built; the girder segments were

A long span footbridge, characterized

by high slenderness and an unusual
configuration with two separated decks
has been realized at the harbour of the
City of Pescara.
Accurate studies of the bridge,
carried on during the final design
stage, suggested bringing some
variations to the preliminary design
in order to optimize its structural
behaviour under wind loading,
mainly due to the high deformability
of the structure and some concerns
regarding its aerodynamic behaviour.
The original suspension bridge type
solution has been changed to a cable
stayed one, improving the structural
response and at the same time
keeping the aesthetic value of the
bridge unaltered.

+3,10
10461
Pylon view

Fig. 8: Pylon view (Units: mm)

The main bridge is then formed by

two curved trussed girders suspended
over their entire length of 172 and
147 m. Structural details are also given
in Ref. [4].
24

Structures Worldwide

X482_21-25.indd 24

Fig. 9: Realization on provisional supports of the two steel decks

Structural Engineering International 1/2010

2/1/10 10:20:10 AM

Fig. 10: The completed steel mast and an aerial view of the deck before concreting

References
[1] Von Karman T. Aerodynamics. Cornell University Press: Itaca, NY, 1956.
[2] Theodorsen T. General theory of aerodynamic instability and the mechanism of flutter.
NACA Report No. 496, 1935.
[3] Scanlan RH, Tomko JJ. Airfoil and bridge
deck flutter derivatives. J. Eng. Mech. Div. ASCE
1971; 97 17171737
[4] de Miranda M. Il Ponte Del Mare a Pescara.
Convegno Collegio Tecnici dellAcciaio, CTA:
Padova, 2009.

SEI Data Block

Owner:
Comune di Pescara
Architectural design:
Walter Pichler, Bolzano, Italy
Structural design:
Studio De Miranda Associati, Milano,
Italy; Prof. Ing. Mario De Miranda/Ing.
Alessandro De Palma
Foundation design:
ng. Brun ianco
Supervision/Engineer:
ng. Nicola Di Mascio/Ing. Luciano Di
Biase
Static testing:
Prof. Enzo Siviero
Static testing assistant:
Dr. Civ. Eng. Alberto Zanchettin

Fig. 11: View of the bridge from the harbour of Pescara

Contractors:
Mospeca S.r.l./Angelo De Cesaris S.r.l./
Solisonda S.r.l.
Structural steelwork
including cables (t):
Concrete including piles (m ):
Total bridge cost (EUR million):
Service date:

Structural Engineering International 1/2010

X482_21-25.indd 25

480
3

5170
6,3

November 2009
Structures Worldwide

25

2/1/10 10:20:21 AM