KEDMOR’s bridge design capacity includes overpasses, viaducts, railway bridges, large culverts, and pedestrian bridges. Design is carried out using advanced methods based on linear and non-linear analysis, supported by routinely applied advanced computing tools.

KEDMOR designs, among others, balanced cantilever superstructures, segmental bridges, box girder bridges, incrementally launched bridges, span by span segmental bridges, steel bridges, composite bridges, cut and cover tunnels end portal etc.

Additional design services offered by KEDMOR include land-stabilizing structures, anchored walls and various retaining structures, marine structures (mainly piers and anchoring posts), high masts, road-sign gantries, large water and sewage pre-stressed concrete containment vessels (PCCV).

KEDMOR specializes in complex structural design and bridging solutions, offering preliminary, final and detailed design and constructability reviews. 


Em HaMoshavot

Location: National Highway No. 4, Israel
Date: 2007-2011
Services: Preliminary design, detailed design, construction documents, construction engineering & site support.

General Description
Em Ha’Moshavot Bridge is an urban road project in a dense environment, which created new vehicle access to the Tel Aviv metropolitan network.
The bridge carries Em Ha’Moshavot road above National Route 4 and the future corridor of Tel Aviv Subway. The bridge is 242 meters long, 23 meters wide. The deck slab carries two carriageways, two lanes each, a median and walkways at both sides. Steel parapets are located at both edges.

 

Construction Method
The Bridge has five spans and is designed to accommodate the future widening of the roads underneath. The main span, above Route 4, is 57.4 meters long and the box girder depth is 2.4 meters. The superstructure is made of a segmental, balanced cantilever box girder with cast-in-situ transverse cantilevers supported by steel struts.

The substructure is made of a single cast in-situ concrete 'Y' shaped pier column at each axis.

Foundations are deep cast in-situ drilled piles with a cast in-situ concrete pile caps.


Zeitim Interchange

Location: Jerusalem, Israel
Date: Completed in 2005
Services: Preliminary design, detailed design, construction documents, construction engineering & site support.

General Description
Zeitim Interchange is located at the eastern entrance to Jerusalem on the slopes of Mount Scopus. The interchange connects National Route 1, the Mount Scopus Tunnels access road and local entrances to adjacent villages. The Interchange comprises of various road structures: A bridge, two underpasses and retaining wall systems.

Construction Method
Bridge No. 1 is a post-tensioned 2-span concrete bridge which carries the entrance road to the Mount Scopus Tunnels above National Route 1. The bridge is 80 meters long and 32.5 meters wide with 11 degrees skew angle. The superstructure is made of a cast in-situ post-tensioned voided slab. The sub-structure is made of cast in-situ concrete columns and abutments supported by cast in-situ concrete drilled piles.

'Cut-and-cover' Underpass 'A' carries east bound National Route 1 to the Dead Sea under Local Road 9 and a future ramp. The underpass is 272 meters long and 12 meters wide. Abutment walls are made of cast in-situ drilled piles connected by cast in-situ concrete beam on top. The superstructure is made of precast 'Inverted-Tee' pre-tensioned girders and cast in-situ concrete on top. Both entrance and exit portals of the underpass are made of abutment walls with a horizontal precast concrete compression beam on top.

'Cut & cover' Underpass 'B' carrying the  Mount Scopus Tunnel entrance road is 60 meters long and 14 meters wide. Underpass 'B' was built using 'top-down' construction, where after completion of the abutment wall, pile drilling the superstructure slab was post-tensioned and subsequent excavation exposed the piled walls.

Foundations are deep cast in-situ drilled piles with cast in-situ concrete pile caps.


Ramot Bridge

Location: Be'er Sheva, Israel
Date: Completed in 2009
Service: Preliminary design & tender design.

General Description
Road No. 32 was designed to connect 'Ramot' neighborhood in Beer-Sheva with Road No. 5.

The project includes three bridges of reinforce concrete arches. Two bridges pass over riverbeds and the third underpasses a Nature Reserve area. The Project also includes retaining walls of two types: reinforced soil walls and gravity walls.


The foundations are micro-piles, installed using the tapping method.

The proximity of a new developing neighborhood and the Nature Reserve of the Negev desert, affected the design and axecution of the project. In addition, what also affects the project significantly is the changing topography.

 

Quarry Bridges

Location: Near Nazareth, Israel
Date: Completed in 2008
Services: Detailed design and on-site services.

General Description
Quarry Bridges are located on road no. 60, near the Iksal junction, above the former 'Roichmen Quarry.' The superstructure of the two bridges is made of a 3.30m deep box-girder. The total width of each bridge is 11m.

The North Bridge
This bridge has a total length of approximate 414m, which is divided into 6 spans; 1 x 46.6m, 2 x 78m, 2 x 77m and 1 x 56m.

The South Bridge
This bridge has a total length of approximate 409m, which is divided into 6 spans; 1 x 45.4m, 2 x 76m, 2 x 77m and 1 x 56.1m.

 

Piers
Pier 2 is much shorter and therefore stiffer than the other piers of this bridge. A special gap-element at the top of this pier enables the rest of the columns to respond prior to this pier in the event of an earthquake and by that prevent premature failure.

A non-linear gap element was implemented as part of a pushover analysis in order to fine-tune the over-all seismic response of the bridge.

Construction Method
The bridges were designed in two construction methods: 

The west part of the bridges – Cast in-place Incremental launching.
The east part of the bridges – Precast Balanced Cantilever Method of construction. 

The maximum length of a segment in the incremental launching method is 22.5 m. The length of a typical segment in the balanced cantilever method is 3 m.


4/20 Bridges

Location: Northern Jerusalem, Israel
Date: 2010-2013
Service: Detailed design, construction documents, construction engineering & site support.

General Description
The Saul bridges are located near Atarot and Bet-Hanina in northern Jerusalem and span over Atarot creek. These flyovers are constructed as part of Road 20 (connects City Road 1 North with National Road 404) by RAMET.

The Saul bridges project consist of two bridges (northern and southern) with total lengths of 197m and 208.8m respectivly. Both bridges are divided into 4 spans: 52.5m, 51.3m, 51.5m and 41.6m for the northern bridge and 55.1m, 55m, 54.7m and 44m for the southern bridge.

Construction Method
The superstructure is made of a concrete box girder 3.3m deep. The girder width varies between 16.8-17.75m (northern) and 14.16-17.68m (southern). The change in width is gained by lengthening the upper flanges of the bridges.

Two methods were used for the construction of each of these bridges: The two external spans 1 and 4 were cast in-situ and the internal spans 2 and 3 with a progressive Cantilever-Forming-Traveler (CFT).

The length of a typical segment cast with the form traveler method was 5.0m.

 


Carmel Tunnel - Toll Plaza

Location: Carmel Tunnel, Road No. 23, Israel
Date: 2005-2010
Services: Preliminary design, detailed design, construction documents & site support

General Description
This toll highway was created to reconcile traffic at Haifa city entrance. The design includes 5 bridges with a total length of over 400m. The portal has a height of 16m and width of 60m.

 

The bridges cross the Yagur fault line, so a seismic evaluation was undertaken, considering the fault characteristics and soil differential between the approach surface and the mountain tunnel.

The portal is a construction of retaining wall, with soil nailing, creating an exclusive solution for the tunnel entrance.

As part of the project we designed the control centre for the tunnels, which included the toll administrative offices and energy generators.


Shenkar Flyover

Location: Kiriyat Haim, Haifa, Israel
Date: 2009-2012
Services: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
The 'Shenkar' flyover is located at Kiriyat Haim, Metropolis of Haifa city.

The structure is part of grade separation #43 which provides an uninterrupted traffic flow across the heavily used shoreline railroad. The bridge structure crosses the railway R.O.W at a sharp angle, (about 44 degrees) creating a 46m long main span. The bridge carries a single lane in each direction as well as B.R.T corridor and walkways.

The bridge has a total length of about 242m, comprising of seven spans: 20m, 28m, 32.8m, 46m, 41.2m, 42m and 32m long.

 

Construction Method
The superstructure is made of a prestressed concrete hollow box girder 1.80m deep. The total width of the bridge is a constant 13.0m.

Two superstructure construction methods were used. The northern and southern edges of the bridge were cast in-situ on formwork, whilst the middle part of the bridge, made of precast segments, was constructed by the balanced cantilever method. The total length of the in-situ portion is about 152m and the precast zone is about 90m long. Each precast segment is 2.98m long and weighs 58 tonnes.

The substructure is made of conical cast in-situ concrete columns. The abutments wing walls are about 4m long. Due to adjacent utility lines and statutory restrictions, long cast in-situ concrete retaining walls continue the wing walls parallel to the road alignment. Foundations are a combination of cast in-situ concrete drilled piles and diaphragms.

 


Modi'in City Centre Bridge

Location: Modi'in, Israel
Date: 2009-2014
Services: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
Modi'in City Centre Bridge is a three-lane urban road project, adjacent to Modi'in's train station, central bus station and shopping mall. The bridge carries roundabout traffic over the city park.  The average bridge radius is 94m. The bridge has four spans, is 98m long and 16-18m wide, with steel parapets located at both edges.

 

Construction Method
At both ends of the bridge, the approach road is supported by reinforced earth retaining walls. The superstructure is cast in-situ post-tensioned concrete. The substructure is made of three cast in-situ concrete oval shaped pier columns at each axis.

Foundations are deep cast-in-situ drilled micro-piles with cast in-situ concrete pile caps.


Imo River Bridge

Construction Method
The superstructure is made of 9 typical 80m long main spans and two 60m long side spans. The superstructure is constructed by the cast in-situ balanced cantilever method using a form traveller. The typical segment length is 4.85m at its longitudinal axis. The segment depth varies from 4.5m above the mid piers axis to 2.3m at the mid spans and the bridge ends.

The substructure is made of cast in place concrete double-wall type mid piers.

The foundations are cast in-situ concrete drilled piles with a cast-in-situ pile cap.  The construction execution of the foundations system had been done using a barge-carried pile drilling machine.

Location: Akwa Ibom State, Nigeria
Date: 2007-2011
Services: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
The Imo River Bridge is located on Port Harcourt - Eket Road in Akwa-Ibom State in southern Nigeria. The bridge is constructed as part of the Dualization of the Port Harcourt – Eket Road by RCC – Nigeria.

The bridge crosses the Imo River almost perpendicular to the flow of the water and is built parallel to an existing crossing built during the 80’s.

The bridge is 840m long and 11.0m wide. The deck slab carries an 8m wide roadway, two 1.3m wide walkways and has parapets on both sides.


Elekahia Bridge

Location: City of Port Harcourt, Nigeria
Date: 2009-2011
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.


General Description
Elekahia Bridge project deals with the planning of a new railroad bridge above a main road in the city of Port Harcourt, Nigeria. 
The initial idea was to replace the old bridge, which creates a bottleneck for car traffic, with a new one. However, as site works in this location would cause a significant disruption to the traffic, it was decided to relocate the entire intersection 100m eastwards, thus reducing the impact.
The project included the design and construction of a bridge, 32m long and 6.6m wide, with two spans for a single railroad track.

Construction Method
The bridge was designed for 'top down' construction, where the bridge was build from superstructure level, downwards.
Piles were drilled from superstructure level, and the bridge slab was cast directly onto the ground at the top level of the piles.
After casting the slab and post tensioning it, the soil beneath it was excavated until the final road level was reached.
The middle axis piles, were coated with concrete cast after the excavation and at the abutments, a wall was cast for reaching the final geometry.
The cast in situ-slab cross section was designed in a 'U' shape in order to achieve the required vertical clearance beneath the bridge.


Benue River Bridge

Location: Kogy State-Nasarawa State, Nigeria
Date: 2007-2011
Services: Preliminary design, detailed design, construction documents, construction engineering, site support.


General Description
The Benue River Bridge is located at the border of Kogi and Nassarawa states in Nigeria, creating a road link between Bagana and Guto. The project includes the design and construction of two parallel bridges, each 1270m long and 11m wide. The bridges are made of 24 typical 50m long main spans and about 35m long end spans. 
The bridge longitudinal axis crosses the Benue River perpendicular to the flow.
Each bridge carries two lanes, an 8m wide carriageway and 2m wide and 1m wide walkways, including parapets. 

Construction Method
The bridge superstructure is made of precast segmental concrete constructed by the span-by-span method, using an under slung assembly machine. The precast segments were produced by the long line method at a factory nearby. 
The typical segment length is 3.11m long and typically 2.4m deep, but this varies to create a transverse cross fall of 2.5%.
Each bridge superstructure is made of four continuous girders, separated by expansion joints. Two six-span girders are at both ends of the bridges and two seven-spans girders at the middle. A 24cm long cast in-situ closure is located at each span to absorb geometry deviations.  
The substructure is made of cast in place concrete, oval-type mid-piers, which were designed to support the under slung assembly machine.
The bridge foundations and substructure are cast in-situ concrete drilled piles.
Soil strata at the bridge crossing is sand, up to a depth of about 30 m.


Elelenwo Bridge

Location: City of Port Harcourt, Nigeria
Date: 2012 onward
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
The Elelenwo Bridge is located near Port Harcourt and is a part of Amadi-Garrisson Road at the southern region of Nigeria.
The bridge is a cast in-situ segmental concrete, to be constructed by the balanced cantilever method using a form traveller. The typical segment length is 4.85m. The segment depth is variable from 4.5m above the mid piers to 2.3m at mid spans.
The bridge has a total length of 160m, between abutments and has three spans: 80m long main span and two 40m long end spans.
The bridge superstructure is 11m wide: The carriageway is 8m wide with 2m southern and 0.6m northern walkways and 0.2mwide concrete parapet walls on either sides of the superstructure. The carriageway is overlaid with a 5cm layer of asphalt surfacing. 

Construction Method
The superstructure is made of cast in-situ concrete hollow box segments with depths varying from 2.3m to 4.5m. 
The substructure is made of cast in-situ concrete double-wall type mid-piers and pile caps.
The foundations are cast in-situ concrete drilled piles. 


ABA Flyover

Location: City of Port Harcourt, Nigeria
Date: 2012 onward
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
The ABA Road Bridge project is part of an upgrade to the Trans Amadi-Garrisson road. The flyover bridge is designed to connect the ABA road, with the square beneath it.
The bridge includes 8 spans: 6 equal intermediate spans, of 30m and two end spans of 21m. The bridge's width is 18m, including parapets. The intermediate pier height varies from 3.45m to 6.5m.
 

Construction Method
The bridge is designed as a girder bridge, with an insitu concrete topping over precast concrete planks and sacrificial formwork.

The girders are supported by 3m wide inverse T-section cross beams. The cross beams are monolithic with all the intermediate piers, the the exception of the two end piers, where cross beams sit on elastomeric bases.

The intermediate piers consist of 3 columns, 1.2m diameter. 
The bridge foundations are deep cast in-situ bored piles. 
 


Nwaja Bridges

Location: City of Port Harcourt, Nigeria
Date: 2012 onward
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description
The Nwaja bridges are part of the upgrade to the trans Amadi-Garrisson road. The Nwaja bridges are located in Port Harcourt, in the southern region of Nigeria and traverse a water channel.
The Nwaja bridges consist of two parallel, identical bridges, each 20m long between abutments. The decks comprise of a 10m wide carriageway,  two lanes 8m wide, two outer and inner walkways 1.3m and 0.5m wide respectively, and concrete parapet walls either side. The carriageway is overlaid with 5cm layer of asphalt surfacing. 

Construction Method
The superstructure is made of 3 precast, pre-stressed U-shaped concrete girders, 20m long and 1.2m deep. with a 22cm thick in-situ structural topping. 
The substructure consists of reinforced concrete abutments on piled foundations.
 


Loko-Oweto Bridge

Location: Benue River, Nigeria
Date: 2012-2013
Services: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description

The Loko-Oweto bridge is located over the Benue River in the southern region of Nigeria.
The bridge has a total length of approximately 1835m and is made of 20 typical, 85m long spans and two 67.5m long end spans. 

The bridge superstructure is 11.6m wide. The top slab carries a 9.0m wide roadway, a 2.6m wide walkway and parapets.
 

Construction Method
The bridge is designed as cast in situ segmental concrete, and built using the 'balanced cantilever method,' with a form traveller.
The typical segment length is about 5m, whilst the depth varies from 4.5m above the piers to 2.3m deep at mid span.
The substructure is made of cast in-situ concrete, double-wall type mid-piers and founded on piles.


Tel Aviv Metropolitan Red Line Arlosorov station

Location: Tel Aviv, Israel
Date: 2011 onward
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.

General Description

The Arlosorov station is the fifth in a series of ten underground stations planned on the 23km long 'Red Line' – Tel-Aviv's new transit system. The stations located close to Al Parashat Drachim Street, adjacent to a major bus terminal and Savidor railway station.
The design is coordinated with the future 'Arlosorov 2000' development and the the 'Purple Line' – a future LRT, which will have its last stop in this station. 
The design includes a new underpass below Al Parashat Drachim Street, as during the station's construction the existing underpass will be demolished.

 

Construction Method

The formation of the below ground 'outer box,' an outer shell made of watertight reinforced concrete diaphragm walls, allows for the excavation and construction of the main station 'inner box.'
The outer box has a series of inner struts and waling beams to temporarily support its walls during the construction process.
The high water level generated large buoyancy forces on the base of the structure. It was therefore necessary to design a reinforced concrete 'plug,' at the base of the station, restrained by tension anchors.


Jordan Gateway Bridge

Location: Israel-Jordan Border, near the city of Beit Shean
Date: 2007-2013
Service: Preliminary design, detailed design, construction documents, construction engineering, site support.


General Description
Jordan Gateway Bridge provides a direct vehicular corridor between Israel (adjacent to Kibutz Tirat Zvi) and a special employment zone on the Jordanian side of the border. The bridge is 352m long and it crosses the breadth of the Jordan River.

The bridge has an 11m wide roadway, with two, 3.5m wide lanes, a 2m wide hard shoulder on the northern edge and a 2m wide wide walkway at the southern edge. The surface of the trafficed lanes and hard shoulder is made up of 8cm asphalt on a waterproofing membrane, whilst the walkway is brushed concrete. 
The superstructure is made of six 46m long spans, a 36m eastern end span and a 40m western end span. 

Construction Method
The superstructure is made of two steel plate girders, 185cm deep and 50cm deep cantilevered cross beams, with a 25cm deep reinforced concrete deck slab on top.
The superstructure supports are guided reinforced neoprene bearings, located on top of each mid-pier column.

The substructure is made of cast in situ reinforced concrete piers and abutments, supported by piled foundations.
The abutments are small walls, made of reinforced concrete, cast monolithically with wing walls piles. In situ, 25cm deep, 6m long, approach slabs are pin-connected to the abutments back walls.
Foundations are 26-32m deep, bored piles 130cm and 150cm in diameter.
Expansion joints, to accommodate longitudinal thermal deformations as well as seismic movements are located on both bridge ends.