{"id":81774,"date":"2026-01-29T10:17:49","date_gmt":"2026-01-29T09:17:49","guid":{"rendered":"https:\/\/www.typsa.com\/?p=81774"},"modified":"2026-03-30T13:18:53","modified_gmt":"2026-03-30T12:18:53","slug":"new-railway-bridge-over-the-biobio-river-in-the-city-of-concepcion-chile","status":"publish","type":"post","link":"https:\/\/www.typsa.com\/en\/new-railway-bridge-over-the-biobio-river-in-the-city-of-concepcion-chile\/","title":{"rendered":"New railway bridge over the Biob\u00edo River in the city of Concepci\u00f3n, Chile"},"content":{"rendered":"

Introduction
\n<\/span><\/span><\/strong><\/p>\n

\n

The\u00a0new\u00a0Biob\u00edo\u00a0railway bridge\u00a0replaces an existing\u00a0historic bridge,\u00a0located\u00a0between the towns of\u00a0Concepci\u00f3n and San Pedro de La Paz,\u00a0in central Chile.\u00a0Built in 1889,\u00a0it was\u00a0at the time\u00a0the first\u00a0railway\u00a0bridge to connect\u00a0the two banks of the river in\u00a0that\u00a0area.\u00a0<\/span>\u00a0<\/span><\/p>\n

Throughout its\u00a0long\u00a0service\u00a0life,\u00a0the bridge\u00a0has undergone various modifications to accommodate more modern trains,\u00a0with\u00a0higher\u00a0axle\u00a0loads\u00a0and\u00a0different types\u00a0of traction.\u00a0Repair\u00a0works\u00a0of\u00a0varying scope\u00a0have also been necessary\u00a0due to damage to the structure.\u00a0Although the maintenance and repair operations carried out have enabled\u00a0the bridge\u00a0to remain\u00a0in\u00a0safe\u00a0service\u00a0to the present day,\u00a0given that\u00a0it is a single-track bridge with a very narrow gauge\u00a0and\u00a0due\u00a0to future\u00a0capacity\u00a0requirements,\u00a0it has been necessary\u00a0to undertake the design and construction of\u00a0a new bridge\u00a0in accordance with\u00a0the\u00a0most\u00a0recent\u00a0regulatory\u00a0standards.<\/span>\u00a0<\/span><\/p>\n

\"\"Location <\/span>of<\/span>\u00a0the\u00a0<\/span>Biob\u00edo\u00a0<\/span>railway\u00a0<\/span>bridge<\/span><\/span>\u00a0<\/span><\/p>\n

Bridge\u00a0<\/span>design<\/span><\/span>
\n<\/span><\/strong><\/p>\n

\n

General concept<\/span><\/i><\/b>
\n<\/span>The\u00a0original\u00a0railway bridge\u00a0consisted of a succession of 62 spans\u00a0of around 30 m,\u00a0with the exception\u00a0of\u00a0the two initial spans\u00a0in the Concepci\u00f3n area,\u00a0which\u00a0are slightly longer.\u00a0It was a\u00a0single-track\u00a0steel\u00a0structure,\u00a0comprising\u00a0abutments with six piles\u00a0and\u00a0spans\u00a0consisting\u00a0of\u00a0trusses\u00a0on which\u00a0the\u00a0sleepers and rails\u00a0are\u00a0laid.\u00a0<\/span>\u00a0<\/span><\/p>\n

\"\"V<\/span>iew of the original bridge<\/span><\/p>\n

According to river mechanics studies,\u00a0to ensure the best hydraulic behaviour of the Biobio River during floods,\u00a0the\u00a0new bridge\u00a0had to be situated\u00a0downstream of\u00a0the original,\u00a0with\u00a0a\u00a0straight\u00a0plan\u00a0layout,\u00a0albeit\u00a0slightly offset\u00a0from\u00a0the first,\u00a0and\u00a0the\u00a0foundation\u00a0piers\u00a0had to\u00a0be\u00a0aligned\u00a0with those of the existing structure.\u00a0The distance between the two bridges ranges from\u00a015\u00a0m in the San Pedro de La Paz area to 30 m on the Concepci\u00f3n bank, with the distance between support centres being around 30 m,\u00a0except for the\u00a0initial\u00a0spans in the Concepci\u00f3n area, where\u00a0the spans\u00a0reach\u00a045 m.<\/span>\u00a0<\/span><\/p>\n

Despite the bridge\u2019s\u00a0considerable\u00a0length (1,882 m), the new structure was straightforward,\u00a0suitable\u00a0for highly industrialised\u00a0construction methods.\u00a0<\/span>\u00a0<\/span><\/p>\n

To capitalise on these industrialisation opportunities, various composite deck\u00a0solutions\u00a0were\u00a0analysed.\u00a0In this\u00a0particular case,\u00a0although\u00a0two-way\u00a0solutions\u00a0were very promising, the required beam spacing to avoid compromising the\u00a0transverse\u00a0design\u00a0and\u00a0criteria\u00a0relating\u00a0to\u00a0accidental\u00a0loads\u00a0led to the\u00a0decision\u00a0to use a\u00a0double-action composite box girder.\u00a0<\/span>\u00a0<\/span><\/p>\n

Furthermore,\u00a0with the aim of enhancing the bridge\u2019s visibility and significance,\u00a0EFE, the Chilean State Railways Company,\u00a0requested\u00a0the addition\u00a0of an ornamental structure on the\u00a0abutments.\u00a0<\/span>\u00a0<\/span><\/p>\n

\"\"General illustration of the bridge and ornamental structure<\/span><\/span>\u00a0<\/span><\/p>\n

Description\u00a0<\/span><\/i><\/b>
\n<\/span>The new bridge is situated between kilometre\u00a01+192\u00a0and kilometre\u00a03+074\u00a0of the project, resulting in a structure\u00a01,881.97 metres in length.\u00a0<\/span>\u00a0<\/span><\/p>\n

The bridge\u00a0consists of a total of 62 spans with the following\u00a0span\u00a0distribution:\u00a044.775\u00a0+\u00a02 x\u00a033.900\u00a0+\u00a058\u00a0x 30.000\u00a0+\u00a029.400.\u00a0The two initial spans, as well as being the longest,\u00a0are offset\u00a0due to\u00a0the\u00a0existing\u00a0road.\u00a0<\/span>\u00a0<\/span><\/p>\n

In\u00a0plan\u00a0view,\u00a0the structure\u00a0comprises\u00a0a\u00a0polygonal\u00a0geometry\u00a0of\u00a0three sections that\u00a0allow\u00a0the curved\u00a0railway\u00a0alignment to be inscribed\u00a0within a\u00a0standard\u00a0fixed-width deck\u00a0of 14.60 m, with local widths\u00a0of less than\u00a013.80 m\u00a0in\u00a0the area of\u00a0the abutments.\u00a0The deck is wide enough to accommodate two railway tracks plus\u00a0two pedestrian walkways for maintenance\u00a0access.\u00a0The tracks are laid\u00a0on ballast.<\/span>\u00a0<\/span><\/p>\n

The deck is of a composite type,\u00a0consisting\u00a0of a slab with\u00a0a\u00a0variable\u00a0depth of\u00a0up\u00a0to\u00a00.40\u00a0m and\u00a0a\u00a0steel\u00a0box girder with a constant depth of\u00a02.00\u00a0m. The webs are\u00a0spaced 6.60 m apart,\u00a0resulting in lateral cantilevers of 4.00\u00a0m for the upper slab.\u00a0In\u00a0the\u00a0support areas, a\u00a0lower\u00a0slab with a depth of up to\u00a00.40 m\u00a0is provided to counteract negative deflections.<\/span>\u00a0<\/span><\/p>\n

\"\"Typical deck section<\/span><\/span>\u00a0<\/span><\/p>\n

The deck rests on seismic isolators\u00a0that protect the infrastructure\u00a0in the event of\u00a0an earthquake, and\u00a0seismic bars and stops\u00a0are\u00a0fitted\u00a0at all abutments to ensure\u00a0safety\u00a0in the event of\u00a0extraordinary\u00a0seismic\u00a0events.<\/span>\u00a0<\/span><\/p>\n

Foundations<\/span><\/i><\/b>
\n<\/span>Three distinct zones can be\u00a0identified\u00a0along the route. Up to abutment C03, deep foundations can be constructed using piles with their tips resting on bedrock. In this first section,\u00a0arrays of 4\u00a0x 2,000 mm piles have been used\u00a0for internal supports\u00a0and\u00a0double arrays of\u00a03\u00a0x 2,000 mm\u00a0piles for\u00a0joint\u00a0supports, reaching depths\u00a0of up to 29.50 m.<\/span>\u00a0<\/span><\/p>\n

\"\"Pile installation<\/p>\n

Between\u00a0pile groups C03\u00a0and\u00a0C21, the soil is sandy\u00a0with\u00a0interlayers\u00a0of\u00a0non-plastic silt or silty sand.\u00a0The piles are embedded\u00a0in hard cohesive soils,\u00a0and\u00a0two rows of\u00a0four 1,500 mm diameter piles\u00a0have been\u00a0used, reaching\u00a0depths of up\u00a0to 51.50 m.<\/span>\u00a0<\/span><\/p>\n

The\u00a0final section\u00a0is situated in sandy soils of dense to very dense compaction. Rows of four piles, each 1,800 mm in diameter, have been used for the internal supports, and two rows of three piles for the joint supports, reaching depths of up to 41 m.<\/span>\u00a0<\/span><\/p>\n

\"\"Overview of the weirs, section 3<\/span><\/span>\u00a0<\/span><\/p>\n

\"\"View of the pile foundations during the river\u2019s flood season<\/p>\n

As the\u00a0pile caps\u00a0are\u00a0situated above the water level, the piles have\u00a0an\u00a0exposed or submerged\u00a0section\u00a0ranging from 3 to 8 m,\u00a0plus a buried section of variable length.\u00a0In\u00a0the event of\u00a0potential\u00a0scouring,\u00a0design scenarios\u00a0had to be considered\u00a0in which the\u00a0exposed and buried\u00a0lengths\u00a0of the piles\u00a0would undergo significant\u00a0variations.\u00a0For the structural design,\u00a0a maximum scouring depth of 11 m was adopted, resulting\u00a0in\u00a0situations with\u00a0free\u00a0lengths between 14 and 19\u00a0m, in some cases coinciding with the accidental seismic scenario, which were\u00a0the design-determining factors for the piles.\u00a0<\/span>\u00a0<\/span><\/p>\n

The piles have been designed using concrete with a characteristic strength of 25 MPa and steel with a yield strength of 550 MPa. The longitudinal reinforcement has been designed using \u00d843 bars connected with couplers. The transverse reinforcement has been provided by \u00d816 spirals (single or double).\u00a0<\/span>\u00a0<\/span><\/p>\n

Given that the position of the abutments could not be altered,\u00a0that the height of the undercut could not be reduced,\u00a0and\u00a0that\u00a0the embedment depth of the piles was constrained by the ground conditions,\u00a0the use of\u00a0seismic\u00a0isolation\u00a0devices\u00a0was\u00a0adopted\u00a0to achieve\u00a0technical and economic\u00a0optimisation of\u00a0the project.\u00a0<\/span>\u00a0<\/span><\/p>\n

The use of\u00a0this type of device\u00a0involves\u00a0modifying\u00a0the\u00a0design\u00a0spectra,\u00a0significantly reducing\u00a0the base shear forces\u00a0by around\u00a020\u201330%, which resulted in\u00a0reductions\u00a0in the amount of\u00a0reinforcement in\u00a0the piles of\u00a0around 15%.\u00a0<\/span>\u00a0<\/span><\/p>\n

Deck<\/span><\/i><\/b>
\n<\/span>The deck, of a double-action composite type,\u00a0has been constructed\u00a0using\u00a0a steel box girder with a\u00a0constant\u00a0depth of 2 m.\u00a0Although the\u00a0initial\u00a0spans have significantly greater clearances and offset supports, the decision was taken to\u00a0maintain\u00a0the same depth across all\u00a0spans\u00a0by increasing the dimensions of\u00a0the\u00a0main beams\u00a0and the thickness of the steel plates. Above,\u00a0there is a 14.6 m wide concrete slab with a\u00a0variable depth\u00a0of\u00a0235\u00a0mm\u00a0at the edges of the cantilevers, 300 mm in the support area at\u00a0the\u00a0webs, and\u00a0400 mm at the central axis of the deck.<\/span>\u00a0<\/span><\/p>\n

The box girders are spaced 6.60 m apart\u00a0with\u00a04 m\u00a0lateral\u00a0cantilevers.\u00a0The\u00a0choice of the\u00a0spacing between the webs,\u00a0in addition to\u00a0allowing for side cantilevers compatible with the non-use of elements\u00a0such as ribs or struts,\u00a0has been selected so that the outer tracks of\u00a0each lane almost coincide with the box girders\u2019 webs, thereby limiting transverse stresses.\u00a0On the outer side,\u00a0the box girders\u2019 webs\u00a0are\u00a0stiffened with\u00a0inclined\u00a0cells.<\/span>\u00a0<\/span><\/p>\n

In all cases,\u00a0bottom slabs are provided\u00a0in support zones,\u00a0with a variable depth\u00a0of\u00a0between 200 and\u00a0400\u00a0mm,\u00a0to improve the\u00a0deck\u2019s\u00a0response\u00a0to\u00a0negative bending stresses.\u00a0The bottom slab also improves the deck\u2019s torsional response\u00a0in\u00a0the support\u00a0zones,\u00a0where torsional stresses\u00a0are\u00a0of\u00a0greater\u00a0magnitude.<\/span>\u00a0<\/span><\/p>\n

The box girder is stiffened by lattice-type diaphragms every\u00a05,000\u00a0mm and transverse stiffeners every 1,667 mm between diaphragms. The bottom plate\u00a0has\u00a0T-shaped longitudinal stiffeners every 900 mm,\u00a0running continuously along the entire length of the deck except at the support bulkheads.<\/span>\u00a0<\/span><\/p>\n

The support bulkheads,\u00a0formed by double-web beams,\u00a0allow\u00a0for the connection of the seismic bars, provide\u00a0continuity to the base slab, and\u00a0extend\u00a0outwards to form the contact\u00a0surface\u00a0with the seismic stops.\u00a0Stiffening elements\u00a0and\u00a0transfer\u00a0plates\u00a0have\u00a0been provided,\u00a0which are necessary for the\u00a0future\u00a0replacement of supports.<\/span>\u00a0<\/span><\/p>\n

At the top, there is a truss\u00a0with\u00a0cross-bracing between diaphragms.\u00a0Once the upper slab has been constructed,\u00a0this truss is no longer considered\u00a0to\u00a0contribute\u00a0to the structural design.<\/span>\u00a0<\/span><\/p>\n

\"\"Metal box girder span<\/p>\n

In order to\u00a0achieve the simplest possible construction method, the upper slab of the deck has been\u00a0designed\u00a0using prefabricated\u00a0ribbed\u00a0precast slabs\u00a0with a minimum depth of 80 mm in the valley areas and 180 mm in the\u00a0central\u00a0areas of the ribs.\u00a0The precast slabs feature\u00a0openings for connection to the metal box girder,\u00a0for the\u00a0connection of the seismic reinforcement bars,\u00a0and\u00a0for\u00a0the passage of services.<\/span>\u00a0<\/span><\/p>\n

\"\"Installation of precast slabs<\/p>\n

The\u00a0steel members have been designed\u00a0using\u00a0ASTM A709 Grade 50\u00a0steel,\u00a0with\u00a0a yield strength of\u00a0345\u00a0MPa,\u00a0and\u00a0the passive reinforcement is\u00a0ASTM A706 Grade 80\u00a0steel with\u00a0a yield strength of\u00a0550 MPa.\u00a0<\/span>The\u00a0concrete\u00a0for\u00a0the\u00a0slabs\u00a0is\u00a040 MPa.\u00a0<\/span>\u00a0<\/span><\/p>\n

Seismic\u00a0design<\/span><\/i><\/b>
\n<\/span>The new bridge is\u00a0situated in an area of high seismic activity,\u00a0with a maximum ground acceleration of 0.50g\u00a0for the design earthquake and 0.75g for the\u00a0maximum\u00a0possible earthquake, for return periods of 500 and 1,000\u00a0years\u00a0respectively.\u00a0The design spectra were defined\u00a0in accordance with\u00a0the provisions of\u00a0Chile\u2019s MC-Vol.3,\u00a0considering return periods of 475 and 1,000 years.<\/span>\u00a0<\/span><\/p>\n

To improve the seismic performance of the\u00a0structure and\u00a0reduce the stresses on the infrastructure, it\u00a0was decided to install elastomeric isolators with a lead core. These isolators are flexible elements,\u00a0yet capable of supporting the structure\u2019s vertical loads.\u00a0The greater lateral flexibility of the isolators\u00a0relative\u00a0to the structure means that most of the lateral movements occur within\u00a0the\u00a0isolators, thereby reducing seismic accelerations by increasing the structure\u2019s vibration period.\u00a0<\/span>\u00a0<\/span><\/p>\n

The inclusion of a lead core within the elastomer\u00a0provides the structure with\u00a0additional\u00a0damping thanks to the energy dissipation provided by the core.\u00a0This dissipation is achieved through the elastoplastic behaviour of lead and its\u00a0rapid\u00a0crystallisation, which allows the unloading following plasticisation to\u00a0occur elastically.\u00a0The analysis of the seismic isolators\u00a0was carried out using the multimodal spectral\u00a0methodology<\/span>,\u00a0<\/span>where isolation is achieved by applying\u00a0an effective stiffness\u00a0to\u00a0the\u00a0isolator\u00a0and\u00a0damping,\u00a0thereby reducing\u00a0the response spectrum for the isolated periods.<\/span>\u00a0<\/span><\/p>\n

Taking into account\u00a0the\u00a0characteristics of the bridge and the ground, three\u00a0different\u00a0types\u00a0of isolators were\u00a0ultimately installed\u00a0in the structure, achieving\u00a0reductions in\u00a0stresses on the pile caps of around 20% due to the dissipation effect. Additionally,\u00a0seismic movements at joints\u00a0have been\u00a0reduced due to the contribution of the lead\u2019s stiffness,\u00a0as well as\u00a0movements under rapid loads (braking,\u00a0uplift\u00a0or wind), since the lead does not reach plasticity under these\u00a0actions, its stiffness being far superior to that of elastomer.\u00a0Greater overall damping of the structure is\u00a0also\u00a0achieved.<\/span>\u00a0<\/span><\/p>\n

The\u00a0seismic bars constrain the deck and prevent extreme movements\u00a0in the event of\u00a0large-magnitude earthquakes. The connection detail\u00a0between\u00a0the deck and the abutments usually employed\u00a0involves\u00a0placing the bars embedded\u00a0on both sides of the supports. Although this arrangement has proven effective, it presented certain drawbacks that\u00a0made\u00a0its use in the case of this bridge\u00a0inadvisable.<\/span>\u00a0<\/span><\/p>\n

In the\u00a0design, it was decided to\u00a0use\u00a0connections for the bars that would allow the deck to move freely during normal service and design earthquakes, so that the isolators could function\u00a0freely up to their design limit. Only in extreme cases\u00a0do\u00a0the bars\u00a0constrain\u00a0the deck\u00a0longitudinally.\u00a0<\/span>\u00a0<\/span><\/p>\n

\"\"3D<\/span>\u00a0view of bar connection<\/span><\/p>\n

Reinforced concrete abutments are provided\u00a0in\u00a0the transverse direction\u00a0to prevent\u00a0the deck from losing its support\u00a0in the event of\u00a0extreme seismic events exceeding those\u00a0taken into account\u00a0in the general design.\u00a0<\/span>\u00a0<\/span><\/p>\n

Road-structure\u00a0interaction<\/span><\/i><\/b>
\n<\/span>In the design of the new bridge deck, expansion joints have been provided\u00a0at intervals of no more than 180 m (expandable length equal to 90 m), as this is the distance beyond which\u00a0it cannot be guaranteed that stress variations in the rails will remain within acceptable limits. Notwithstanding the above,\u00a0given certain unique features of the structure and the use of seismic isolation devices, track-structure interaction analyses have been carried out in accordance with the requirements of Eurocode\u00a01 (EC1) and UIC-774, concluding in all cases that there is no need to install track expansion joints.<\/span>\u00a0<\/span><\/p>\n

Construction
\n<\/span><\/b><\/p>\n

\n

For the construction of the piles, abutments and piers, temporary land spurs were used in all cases, enabling construction using conventional methods. Once these elements had been completed,\u00a0the deck was installed\u00a0either using self-propelled cranes in\u00a0specific\u00a0instances\u00a0or using girder-launching equipment designed specifically for\u00a0this project.<\/span>\u00a0<\/span><\/p>\n

\"\"Installation of the <\/span>initial<\/span>\u00a0span using self-propelled cranes<\/span><\/span>\u00a0<\/span><\/p>\n

\"\"Span assembly using girder launchers<\/p>\n

Conclusion<\/span><\/b>
\n<\/span><\/p>\n

\n

In November 2025, the second phase of the commissioning of the new railway bridge for the Biob\u00edo region was completed, which\u00a0now enables the passenger trains\u00a0to connect Coronel and San Pedro de la Paz with Talcahuano,\u00a0Hualp\u00e9n, Concepci\u00f3n,\u00a0Chiguayante,\u00a0Hualqui, San Rosendo and Laja.<\/span>\u00a0<\/span><\/p>\n

Similarly, this structure supports the movement of freight to the various ports, contributing to the economy and development of the region and the south of the country, whilst also becoming a new architectural landmark for Gran\u00a0Concepci\u00f3n and the Biob\u00edo region.<\/span>\u00a0<\/span><\/p>\n

The\u00a0railway bridge\u00a0allows speeds of up to 100\u00a0km\/h\u00a0for passenger trains and 65\u00a0km\/h\u00a0for freight trains. It is earthquake-resistant and can withstand rises in river levels, ensuring the continuity of the railway system whilst strengthening and developing it.<\/span>\u00a0<\/span><\/p>\n

\"\"View of the bridge in operation<\/span><\/span>\u00a0<\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

Introduction The\u00a0new\u00a0Biob\u00edo\u00a0railway bridge\u00a0replaces an existing\u00a0historic bridge,\u00a0located\u00a0between the towns of\u00a0Concepci\u00f3n and San Pedro de La Paz,\u00a0in central Chile.\u00a0Built in 1889,\u00a0it was\u00a0at the time\u00a0the first\u00a0railway\u00a0bridge to connect\u00a0the two banks of the river in\u00a0that\u00a0area.\u00a0\u00a0 Throughout its\u00a0long\u00a0service\u00a0life,\u00a0the bridge\u00a0has undergone various modifications to accommodate more modern trains,\u00a0with\u00a0higher\u00a0axle\u00a0loads\u00a0and\u00a0different types\u00a0of traction.\u00a0Repair\u00a0works\u00a0of\u00a0varying scope\u00a0have also been necessary\u00a0due to damage to the structure.\u00a0Although the maintenance … Read more<\/a><\/p>\n","protected":false},"author":2,"featured_media":81878,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[440],"tags":[],"class_list":["post-81774","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-current-news"],"acf":[],"yoast_head":"\nNew railway bridge over the Biob\u00edo River in the city of Concepci\u00f3n, Chile - Grupo TYPSA<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.typsa.com\/en\/new-railway-bridge-over-the-biobio-river-in-the-city-of-concepcion-chile\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"New railway bridge over the Biob\u00edo River in the city of Concepci\u00f3n, Chile - Grupo TYPSA\" \/>\n<meta property=\"og:description\" content=\"Introduction The\u00a0new\u00a0Biob\u00edo\u00a0railway bridge\u00a0replaces an existing\u00a0historic bridge,\u00a0located\u00a0between the towns of\u00a0Concepci\u00f3n and San Pedro de La Paz,\u00a0in central Chile.\u00a0Built in 1889,\u00a0it was\u00a0at the time\u00a0the first\u00a0railway\u00a0bridge to connect\u00a0the two banks of the river in\u00a0that\u00a0area.\u00a0\u00a0 Throughout its\u00a0long\u00a0service\u00a0life,\u00a0the bridge\u00a0has undergone various modifications to accommodate more modern trains,\u00a0with\u00a0higher\u00a0axle\u00a0loads\u00a0and\u00a0different types\u00a0of traction.\u00a0Repair\u00a0works\u00a0of\u00a0varying scope\u00a0have also been necessary\u00a0due to damage to the structure.\u00a0Although the maintenance ... 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