{"id":5271,"date":"2022-04-04T00:08:45","date_gmt":"2022-04-03T22:08:45","guid":{"rendered":"https:\/\/www.revistaitransporte.com\/?p=5271"},"modified":"2022-04-07T17:23:54","modified_gmt":"2022-04-07T15:23:54","slug":"measures-to-ensure-a-long-life","status":"publish","type":"post","link":"https:\/\/www.revistaitransporte.com\/measures-to-ensure-a-long-life\/","title":{"rendered":"Measures to ensure a long life"},"content":{"rendered":"

Since time immemorial, building new structures has always been more glamorous than maintaining and improving existing ones. Although today\u2019s construction materials are diverse, high quality and more sophisticated than those of times past, they also require more maintenance than \u2013for example\u2013 the iconic stone structures built by the Romans.\u00a0<\/span><\/p>\n

In order to define a suitable maintenance programme that will maximise a structure\u2019s service life, which begins as soon as the construction work has come to an end, it is necessary to carry out a study. First, it is vital that you obtain data on the real condition of the structure. To do this, you need to go out into the field, visit the structure in question and perform an inspection. In Spain, there are specific guides and instructions that define the different types of inspection. Is the case, for example, the Instruction for the Technical Inspection of Railway Bridges<\/i> (ITPF-05), which defines three types of inspection: basic, main and special. There are similar documents for other types of structures.\u00a0<\/span><\/p>\n

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3D model of the Mart\u00edn Gil viaduct, created using photogrammetry. \/ INFOGRAPHIC_INECO<\/p><\/div>\n

These inspections are visual and the information obtained regarding the functional condition and durability of the structure depends, in large part, on the skills and capacities of the inspector. In the university environment, the focus on new construction has resulted in a lack of learning and knowledge with regard to how existing structures behave over time. This, combined with other factors, makes the assessment process more complex.\u00a0<\/span><\/p>\n

When it was built, the Matt\u00edn Gil Viaduct on the Zamora-A Coru\u00f1a line boasted the world’s longest concrete arch, measuring 192.4 metres across the central span<\/p><\/blockquote>\n

Examples of these other factors include the extremely wide range of structural types and materials (concrete, steel, hybrid, stone, composite, etc.) and the many different pathologies generated by mechanical, chemical or physical causes. In addition to these factors, there is also the fact that the majority of structures are not designed to be inspected; many of their elements are hidden or difficult to access. Another of the inspector\u2019s enemies is adverse weather conditions, which can make outdoor work very complicated.<\/p>\n

Ineco started to carry out inspections of railway bridges in the 1990s. It has been a member of the Association for the Repair, Reinforcement and Protection of Concrete (ARPHO) since 2010 (when the Association was created); and a member of the European Association for Construction Repair, Reinforcement and Protection (ACRP) since 2020.\u00a0<\/span><\/p>\n

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Ground plan and elevation of the reinforcement works for the viaduct over the River Mi\u00f1o in Ourense (AVE Madrid-Galicia). \/ PLAN_INECO<\/p><\/div>\n

Today, Ineco\u2019s structural inspection specialists not only provide services to external clients, but also work on a cross-departmental basis within the company, helping all of the different units
\n\u2013including those specialising in airports, railways and roads\u2013 to perform analyses on all types of structure: from bridges and stations to airport terminals and port facilities. The work is usually carried out in two stages: a field inspection, which often includes a series of tests; and an office-based stage, in which the inspection report and plans for structural retrofitting and strengthening are prepared.\u00a0<\/span><\/p>\n