Summary 99 summary 62011 Theme Westrandweg A collective masterwork (pp. 4 - 10) Westrandweg is a completely new motorway that forms part of the A5 at Amsterdam. It connects the A10 to the south of the Coentunnel with the A5/A9 Raasdorp junction making the northern part of the Randstad and the Amsterdam West Harbour area more easily accessible. Up to now the construction has progressed very successfully. This has been partly due to a clear division of roles between the principal and the contractor. Westrandweg structures (pp. 12 - 17) Work is currently underway on Westrandweg; part of the A5 between Raasdorp junction and the A10. The approximately 11 km long motorway has 2 x 2 lanes with hard shoulders. An earth body, road foundations and 11 medium-sized to large structures will be built along the route. A number of culverts, fauna passages and the complete motorway infrastructure will also be constructed. Westrandweg environment management (pp. 18 - 21) Many different stakeholders are involved in the Westrandweg project, all having a different impact on the project. This aspect of the project has been analysed in detail. From the start of the preparatory work in 2006 a great deal of attention has been paid to environment management. This can be broken down into a number of disciplines such as obtaining licenses, communication, cables & piping, unexploded ordnance and ecology. KW520: Supports (pp. 22 - 25) One of the most striking structures on Westrandweg is KW520. It is a 3.3 km long fly-over which runs from the entrance sliproads at Luvernes to the connection to the A10 at the Coentunnel. It is the longest land viaduct in the Netherlands. The structure has 84 supports. This article describes these supports. KW520: Standard supports (pp. 26 - 29) The 84 supports for KW520 in Westrandweg consist largely of single column supports with crossheads. This article provides general information about the design of these supports. KW520: Supports near the railway (pp. 30 - 33) The large fly-over (KW520) on Westrandweg crosses the railway line between Amsterdam and Zaandam. A number of the supports are situated so close to the railway line (or even across it), that special solutions for their construction had to be found. Dynamic effects of piers (pp. 34 - 37) The columns of the piers of Westrandweg's KW520 stand on substantial rectangular pads that are founded on approximately thirty piles of approximately 23 m length. In a few situations the space available for these pads was very limited. It was not desirable (or even possible) to modify the geometry of the piers to obtain a slim pier on a relatively small foundation. This construction is sensi- tive to rotational and lateral movement. For these reasons the horizontal rigidity and the associated dynamic response behaviour of the pier construction were investigated in more detail. KW520: Deck design (pp. 38 - 44) Structure 520 in Westrandweg is a 3.3 km long fly-over. The principles of the functional specification for this fly-over, drawn up by Rijkswaterstaat (Directorate-General for Public Works and Water Management) included three solution variants. The decision was finally made to go with a solution using single column supports and a deck consisting of prefabricated concrete beams. KW520: Auxiliary structures (pp. 46 - 50) Two unusual auxiliary structures were used to make the construction of Structure 520 on Westrandweg possible: the supports for the crossheads and a portal crane, the so-called launching girder. KW511 design (pp. 52 - 55) In addition to the 3.3 km long structure 520, ten medium-sized structures are incorporated in Westrandweg. Here a distinction is made between the 900-series (new structures parallel to the existing structures close to Raasdorp junction) and the 500-series (isolated structures). Structure 511 is the largest of these structures and also forms the oblique crossing with the Ringvaart Haarlemmermeer (a circular canal surrounding Haarlemmermeer polder). A long span was necessary because constructing supports in the circular canal was not possible. Outside the theme Huge responsibility for the cement and concrete industry (pp. 66 - 69) Concrete has made an unmistakable contribution to our prosperity and well- being. It plays a leading role in our buildings. Thanks to concrete it has been possible to radically modernise our infrastructure. Concrete has made a substantial contribution to our water management, enabling the increase in food production and improving public health. The question: `How would our world have appeared if we had not had concrete?'can simply not be answered. Theatrical parking (pp. 70 - 73) The five storey concrete and glass structure at 1111 Lincoln Road in one of the busiest pedestrian areas in Miami Beach (USA) was completed in 2010. Due to its openness it appears that the building is still under construction. But that is not the case. For more than a year now the building has been providing parking space for 300 cars, shops at various levels, three restaurants, plus one on the roof and four flats. From level crossing to underpass (pp. 74 - 79) The railway between Utrecht Central Station and Houten is being extended from two to four tracks. Part of the work involves replacing a level crossing by an underpass. To achieve this, a four track section was constructed next to the line and slid into the track during a 52-hour out of service period. Next the underpass will be constructed under the new rail section. Vehicle-bridge interaction (pp. 80 - 85) There is not yet sufficient knowledge about whether traffic vibration can cause weakening of young concrete. The current guidelines for civil structures under the effect of vibration are conservative. The consequence is troublesome diversions for traffic during maintenance. Strukton Civiel and TU Delft have jointly carried out research into the necessity of these rigorous traffic control measures. A theoretical vibrating model of structures was combined with practical measurements on the Hollandse Brug. In this third part of the series the relationship is established between vehicle movements and bridge response. Shear force and column calculations for UHPFRC (pp. 86 - 91) The`UHPFRC calculation model'article presents calculation models for ultra-high performance fibre reinforced concrete. This follow-up article covers the calculations for shear force capacity and a column calculation. The calculation models presented result in the conclusion that UHPFRC is a material with many potential applications in structures that are becoming ever more complex. If you would like a whole article from Cement translated, why not let us arrange it for you? Prices start from 100 per page (actual price on request). We can supply either bare text or a professionally laid out article. For more information please contact ?neas: 0411 65 00 85, lezersservice@aeneas.nl.