Sibari, upgrading of highway SS 534

Highway SS 106 Taranto - Sibari - Reggio Calabria

Highway SS 106 "Jonica" linking Taranto to Reggio Calabria, has a total length of 491 kilometers of which 39 km in the Apulia Region, 37 km in the Basilicata Region and 415 km in the Calabria Region.

Anas has already expanded the road to four lanes, with central reservation (type III CNR), for the entire stretch pertaining to the Apulia Region (39 Km).

In the Basilicata Region the upgrading to four lanes (type III CNR) has already been performed for about 32 km and is currently in its final stage for another 5 kilometers.

In the Calabria Region, ANAS upgraded the highway to four lanes (type III CNR) for about 12 kilometers, to the border with the Basilicata Region, while tendering procedures are in progress for the completion of the works in the variant corresponding to the town of Roccella Jonica.

For the remaining part of the SS 106 "Jonica" pertaining to the Calabria Region, upgrading is planned with type B section of the legislative provisions contained in Ministerial Decree 5.11.2001.

The planned works for the construction of the "Nuova Jonica" outside the Calabria Region, consist of 12 Mega Lots, some of which have already been awarded while others will be awarded to a General Contractor, and further works will be awarded by means of a design-build contract.

The situation described above is shown in the following map.

Plan of the state of implementationsibari mappa

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2017-10-sibari-DJI 0752
2017-10-sibari-DJI 0773
2017-10-sibari-DJI 0836
2017-10-sibari-DJI 0873
201901-sibari-firmo-sibari-01
201901-sibari-firmo-sibari-02
201901-sibari-firmo-sibari-03
201901-sibari-firmo-sibari-04
201901-sibari-firmo-sibari-coscile-01
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20191101-Sistemazione Torrente Coscile 0
20191101-Sistemazione Torrente Coscile 1
20191101-Sistemazione Torrente Coscile 2
20191101-Sistemazione Torrente Coscile 3
20191111-Varo in nottura cavalcavia su A2-Autostrada del Mediterraneo 1
20191111-Varo in nottura cavalcavia su A2-Autostrada del Mediterraneo 2
20191111-Varo in notturna su linea ferroviaria Melfi-Gioia Tauro 1
20191111-Varo in notturna su linea ferroviaria Melfi-Gioia Tauro 2


The planned works

The project involves the in-situ upgrading of highway SS 534 from Km. 0 + 027,33 of the planned route, at the flyover overpassing the new Firmo junction on the A3 Salerno-Reggio Calabria motorway. It stops at km. 14 + 100 of the planned route where, along with the construction of the new highway SS106 (mega lots 3 and / or 8), the project involves the construction of the new Sibari Junction connecting highways SS 534 and SS 106. Once the lot has been completed, and pending the construction of mega lot 3, the project also provides for the gradual tapering of the planned section into the pre-existing road.

The standard section planned for highway SS534 is type B (suburban main road - dual carriageway 2 + 2 lanes) of the Functional and Geometric Guidelines for road construction (Ministerial Decree 05/11/01) consisting of two carriageways, each with two lanes 3.75 m wide and a 1.75 m wide hard shoulder on the right side, and a central reservation 3.50 m wide, flanked by two 0.50 m wide side hard shoulders on the left, with a total width measuring 23,00 m between the two roadsides.

The project includes four grade-separated (or split-level) interchanges, with the elimination of the junction serving the industrial estate in the town of Piana di Cammarata - Casino del Gallo and the addition of the grade-separated junction with provincial road SP174. The project also involves the upgrading of the existing interchanges to the new road platform and the new functional and road safety standards currently required by the law.

The planned junctions are listed below, please see the section on the intersections for the detailed description.

  • Junction with provincial road SP 174 at km 0 + 380;
  • Junction ASI area at km 2 + 331.50;
  • Junction with highway SS 19 at km 3 + 158.96;
  • Junction at Torre Mordillo, km 6 + 551.48;
  • Junction at Doria, km 10 + 944.90;

The main works are:

  • "SP 174" Viaduct
  • Coscile Viaduct
  • "Cavalcaferrovia" viaduct

"SP 174" VIADUCT

The viaduct allows passing over provincial road SP 174 to Altomonte and is formed by two separate viaducts for the two carriageways, northbound and southbound respectively. The viaducts are 80 m long, with two spans of 40.00 m. each and a central pier in correspondence of the roundabout connecting with provincial road SP 174. The model scheme is of a two-span continuous bridge deck with three 1.80 m high solid-core steel beams and 25 cm thick concrete composite slabs .

The road platform consists of a 10.25 m wide roadway and two external 0.4 m wide curbs for a total width of 11.05 meters. The right end side of the road is provided with a steel service sidewalk, connected to the reinforced concrete slab. Externally the beams will be covered with a concrete veil while the curb will be provided with PMMA noise barriers.

The deck is made up of three double-T beams positioned at intervals of 3.5 meters, with a 60 cm top flange and an 80 cm bottom flange. Transversely, the solid-core 0.8 m high cross girders are positioned at intervals no wider than 5.0 meters.

The pier will have a hollow circular cross section with an outside diameter of 250 cm and a wall thickness of 60 cm.

The abutments consist of reinforced concrete walls also built to resist lateral earth pressure, thus preventing the embankment from encroaching upon the roundabout area.

"Coscile" VIADUCT

The new works involve the construction of two separate viaducts for the two carriageways, northbound and southbound respectively, which have a total length of 140.0 m, with three spans measuring 35-70-35 m respectively. The deck is a two-span continuous bridge deck with two solid-core steel beams with a height ranging from 1.6 m to 3.0 m and 25 cm thick concrete composite slabs .

The road platform consists of a 10:25 m wide roadway and two external 0.4 m wide curbs for a total width of 11.05 meters. Externally the beams will be covered with a concrete veil while the curb will be provided with PMMA noise barriers.

The deck is formed by two double-T beams with a 90 cm top flange and a 100 cm bottom flange with varying thicknesses depending on the segments.

The cross girders are also in sections joined with anchor bolts in shear and have 30 cm wide flanges.

“CAVALCAFERROVIA” VIADUCT

The new works consist of two twin viaducts for the northbound and southbound carriageways respectively, standing side by side and staggered, each with an overall length of 135 meters, and 3 spans, with the central span 50.00 m wide and the side spans each 42.50 m wide.

The road platform of the northbound carriageway consists of a roadway with a width ranging from 10:25 to 10:41 meters and by two external 0.4 m wide curbs for a total overall width ranging from variable from a minimum of 11.05 m to a maximum of 11.21 m. Externally the beams will be covered with a concrete veil while the curb will be provided with PMMA noise barriers.

The two double-T beams have a 60 cm top flange and a 80 cm bottom flange; the flanges and the core have varying thicknesses depending on the slabs.

The deck is constructed with the use, as formwork, of precast lattice girder slabs 5 cm thick and completed with a top 20 cm thick concrete reinforcement cast in situ.

Piers have a circular hollow cross-section with an external diameter of 250 cm, to be cast in situ, and are single-shaft for the northbound carriageway and double-shaft for the southbound carriageway.

The abutments are of the spill-through type. The foundation works for the abutments and piers will be deep foundations with the use of large diameter piles with a circular cross- section of 250 cm

The overpasses in the new infrastructure are as follows:

  • Overpass over the A3 Salerno - Reggio Calabria motorway (Corten steel beams and 55 m span to be completed in one single phase with night interruption, as in the Angri site);
  • Flyover junction on highway SS19 at 3 + 158.96 (Corten steel beams, 40 m span);
  • Overpass at 5 + 406 610 (Corten steel beams 40 m span)
  • Overpass at + 7 836 165 (two 50 m spans with Corten steel beams)

Smaller-scale engineering works include:

  • Underpass for the road serving the industrial area
  • Underpass at the Doria junction
  • Underpass at Torre Mordillo
  • Underpasses at km 6+037.997 – 10+795.466 – 11+141.743
  • Various culverts

Hydraulic engineering

The hydraulic engineering project involved verifying if and how the road layout would interfere with the existing surface drainage network, the analysis of hydraulic compatibility of the works and the general definition of the drainage system of the road platform and the monitoring of the hydraulic aspects of the infrastructure.

The first stage involved the definition of the theoretical approaches to be adopted for the schematics of the natural phenomena, the simplifying assumptions and calculation methodologies to be used for river hydraulics and the physical phenomena of interference between the infrastructure layout and the waterways respectively.

Subsequently, the basic assumptions were applied to the study of hydraulic compatibility of the road crossings of rivers and streams.

The issue of platform hydraulics was also addressed, defining the design criteria and dimensional and technical characteristics of the hydraulic elements required for the drainage of the road surface and the hydraulic works necessary for the hydraulic infrastructure monitoring system.

Finally, the requirements and indications regarding a new viaduct crossing the Coscile river on highway SS 534, expressed by the Basin Authority of the Calabria Region at the Services conference responsible for organising the co-ordination of the projects, were fulfilled in order to obtain a favourable opinion on the hydraulic compatibility of the works.

Blending the infrastructure into the surrounding landscape and environment

Mitigation measures are aimed not only at reducing the direct impact from the infrastructure construction but are also meant to blend it into the surrounding environmental and ecological context and landscape by combining appropriate design choices that respect both environmental and aesthetic-perceptual aspects while maintaining a technical-functional approach. In that sense, the final design fully implemented the indications provided in the Environmental Impact Study and the requirements and recommendations of the environmental compatibility opinion.

The environmental mitigation project, therefore, is based on the following guiding principles:

  1. water resource saving, in relation to the fact that the infrastructure site is to be located in a region characterized by an ongoing desertification process;
  2. general cost containment;
  3. containment of maintenance operations;
  4. landscape-perceptual improvement of the infrastructure;
  5. ecological improvement of the environment in which the infrastructure is located.

Mitigation measures in the river area

The mitigation measures in the river area are aimed at reducing the ecological and landscape impact of the works in the river bed, in an area with a good level of ecological and landscape naturalness. In particular, the re-naturalization of the Coscile River by means of environmental engineering techniques and the planting of a combination of plants typical of typical of wetland areas fosters the natural processes of re-naturalization of river ecosystems qualitatively improving the ecological and landscape character of the area.

The measures planned for the river area are:

  • Renaturalization of the Coscile River using environmental engineering techniques;
  • planting of a combination of hygrophitic vegetation.

Sound mitigation

The noise level reached in the area crossed by the route of the infrastructure project has been evaluated considering the impact due to currently expected traffic flows indicated in transport studies. The comparison between the results obtained and the regulatory limits have accurately identified the areas and the recipients requiring noise mitigation. Subsequent simulations, performed with the introduction, where necessary, of noise barriers, have enabled the correct sizing and positioning of the barriers along the route of the infrastructure project.

Tags: Viaducts, Roads And Tunnels