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 includes 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 will create a new vehicle access to the Tel Aviv metropolitan network.
The bridge carries Em Ha’Moshavot road above national road #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 road # 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 Jerusalem

Location: Jerusalem, Israel.
Date: Completed 2005.
Service: 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, 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 #1 is a post tensioned 2-span concrete bridge which carries the entrance road to Mount Scopus Tunnels above National Road #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 Road #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” carries Mount Scopus Tunnel entrance road is 60 meters long and 14 meters wide. Underpass “B” was constructed using a “top-down” technology where after completion of the abutment wall pile drilling the superstructure slab was post-tensioned and sub-sequent excavation exposed the pile walls.

Foundations are deep cast-in-situ drilled piles with a 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 #5.

The project includes three bridges of reinforce concrete arches. Two bridges pass over riverbeds and the third underpasses Nature Reserve area. The Project also includes retaining walls of two types: reinforced soil walls and gravity walls.
Foundation are Micropiles executed using the tapping method.

The location between a new developing neighborhood and a Nature Reserve of the Negev desert, affectsthe 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: Comleted 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 box girder 3.30m deep. The total width of each bridge is a constant 11m.

The north bridge
The bridge has a total length of approximate 414m, which is divided into 6 spans; 1x 46.6, 2x78, 2x 77 and 1x56m.

The south bridge
The bridge has a total length of approximate 409m, which is divided into 6 spans; 1x 45.4, 2x76, 2x 77 and 1x56.1m.

 

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 earthquake response of the bridge.

Construction Method
The bridges 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 at northern Jerusalem and gap 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 consists of two bridges (north and south) with total length of 197m and 208.8m accordingly. Both bridges are divided into 4 spans: 52.5, 51.3, 51.5, 41.6 m for the north bridge and 55.1, 55, 54.7, 44 m for the south bridge.

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

Two construction methods are used for these bridges, both built same way: the two external spans (spans 1 and 4) by cast-in-situ method, and the internal spans (2,3) with a progressive Cantilever-Forming-traveler (C.F.T).

The length of a typical segment casted with the form traveler method is 5.0 m.

 


Carmel Tunnel - Toll Plaza

Location: Carmel Tunnel, Road No. 23, Israel.
Date: 2005-2010.
Services: Preliminary Design, Detailed Design, Construction Documents and Site Support.

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

 

The bridges cross the Yagur fault, a seismic evaluation was taking into account. Considering, the fault character and soil differences between approaching surface and 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 of the tunnels, which includes toll administration 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 a 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 stew (about 44 degrees) creating a 46 meters long main span. The bridge will carry a single lane at each direction as well as B.R.T corridor and walkways.

The bridge has a total length of about 242 m, comprising of seven spans: 20.0, 28.0, 32.8, 46, 41.2, 42 and 32.0 meters 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 are in use. The South and north edges of the bridge are cast-in-situ on formworks and the middle part of the bridge is made of precast segments constructed by the balanced cantilever method. The total length of the cast-in-situ portion is about 152 meters where the precast segments portion is about 90 meters long. The typical precast segment is 2.98 meters long and weighs 58 tons.

The substructure is made of typical conical cast in situ concrete columns. The abutments are of “wall” type. The abutments wing walls are about four meters 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 Center Bridge

Location: Modi'in, Israel
Date: 2009-2014.
Services: Preliminary Design, Detailed Design, Construction Documents, Construction Engineering, Site Support.

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

 

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

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


Imo River Bridge

Construction Method
The superstructure is made of 9 typical 80 meters long main spans and two 60 meters long side spans. The superstructure is constructed by the cast-in-situ balanced cantilever method using a form traveler. The typical segment length is 4.85 meters at its longitudinal axis. The segment depth is variable from 4.5 meters above the mid piers axis to 2.3 meters deep at 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 cross’ the Imo River almost perpendicular to the flow axis and is built parallel to an existing crossing built during the 80’s.

The bridge is 840 meters long, 11.0 meters wide. The deck slab carries a 8.0 meters wide roadway, two 1.3 meters wide walkways and 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 primer idea was replacing the old bridge which creates a bottleneck for car traffic with a new one. Since construction at that site would cause significant traffic burden, it was decided to relocate the entire intersection 100 m eastwards, thus enabling the construction works independence.   
The project includes the design and construction of a bridge, 32.0 meter long and 6.6 meters wide with two spans for a single railroad track.

Construction Method: 
The bridge was designed for using the "Top Down" method, where the construction is being built from the level of the Superstructure downwards.
The Piles were drilled from the Superstructure's level and the bridge slab was casted directly on the ground at the top level of the piles.
After casting the slab and post tensioning it, the soil beneath it was excavated until reaching the final road level.
The middle axis piles, were coated a round 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 is designed in a "U" shape in order to gain the needed 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 1270  meters long 11 meters wide each. The bridges are made of 24 typical 50 meters long spans and about 35 meters long end spans. 
The bridge longitudinal axis cross’ the Benue River perpendicular to the flow axis.
Each bridge carries two lanes, eight meters wide carriageway, two meters wide right walkway (including parapet) and one meter wide left walkway (including parapet). 

Construction Method: 
The bridge superstructure is made of precast segmental concrete constructed by the span-by-span method using an underslung assembly machine. The precast segments produced by the long line method at a factory nearby. 
The typical segment length is 3.11 meters at its longitudinal axis. The segment depth is 2.4 meters at its axis but it varies to create a transversal crossfall of 2.5%.
Each bridge superstructure is made of four continuous girders separated by expansion joints. Two six spans girders are at both ends of the bridges and two seven spans girders at the middle. A 24 CM 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 underslung assembly machine.
The bridge foundations and substructure are cast-in-situ concrete drilled piles.
Soil strata at the bridge crossing are sand up to a depth of about 30 m.


Elelenwo Bridge

Location: city of Port Harcourt, Nigeria
Date: 2012 onwards.
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 traveler. The typical segment length is 4.85 meters at its longitudinal axis. The segment depth is variable from 4.5 meters above the mid piers axis to 2.3 meters deep at mid spans.
The Bridge has a total length of 160 meter measured between abutment axes, and has three spans: 80 meter long main span, and two 40 meter long side spans.
The bridge superstructure is 11.0 meter wide:  The carriageway is 8.0 meters wide with 2.0 meters (south) and 0.6 meter (north) walkways and 0.2 meters Concrete parapet walls on both sides of the superstructure. The carriageway is overlaid with 5 cm layer of asphalt surfacing. 

Construction Method:
The superstructure is made of cast in situ concrete hollow box segments with a depth varying from 2.3 to 4.5 meters. 
The substructure is made of cast in place 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 onwards.
Service: Preliminary Design, Detailed Design, Construction Documents, Construction Engineering, Site Support.

General Description: 
ABA Road Bridge project is part of upgrade Trans Amadi-Garrisson road, a flyover bridge is designed to connect ABA road, with a square beneath it.
The designed bridge include 8 spans – 6 equal intermediate spans, of 30[m], and extremity spans, of 21[m]. The bridge's width is 18[m], including parapets. Intermediate piers' height is between 3.45[m] to 6.5[m].
 

Construction Method:
The bridge designed as Girder Bridge with cast completion over planks and formwork. The girders based on inverse T-Section cross beams, with total width of 3[m]. The cross beams lean monolithically on the intermediate piers, except the two extremity intermediate pier – there the cross beam lean on elastomeric bases. The intermediate piers contains 3 columns, 1.2[m] diameter each. The longitudinal girders connected to each other in the abutments, with connection beam. This connection beam lean on the abutment with sliding bases.
The abutments retaining the soil behind them. 
The bridge base is deep base with bentonite solution cast in situ bored piles. The intermediate piers contains one row of piles, while the abutments contains 2 rows of piles. Retaining walls are designed along the ramps, behind the abutments – based on soil exchanged in variable height.
Construction stages:
1.    Traffic regulation.
2.    Bore and cast piles.
3.    Pile cap casting.
4.    Pier casting (bases where needed).
5.    Cross beam over piers' casting.
6.    Girders placing.
7.    Formworks ,with lean details, and lost formworks' placing.
8.    Cast completion.
9.    Parapets placing and connecting.
 


Nwaja Bridges

Location: city of Port Harcourt, Nigeria
Date: 2012 onwards.
Service: Preliminary Design, Detailed Design, Construction Documents, Construction Engineering, Site Support.

General Description:

General Description: 
NWAJA Bridges is part of upgrade trans Amadi-Garrisson road. The Nwaja Bridges are located in Port Harcourt, at the southern region of Nigeria. The bridges cross a water channel.
The Nwaja bridges consists two parallel identical bridges. Each bridge has a total length of 20 meter (measured between abutment axes. Each bridge superstructure is 10.2 meter wide carriage two lanes (8.0 meter), two walkways (1.3 meter outer and 0.5 meter inner), Concrete parapet walls (0.2 meter) on both sides. The carriageway is overlaid with 5 cm layer of asphalt surfacing. 

Construction Method:
The superstructure is composed of 3 typical precast girders 19.8 meters long and 1.2 meter high. A topping cast in situ deck with thickness of 22 cm. The U-shaped cross section precast beams are designed with a prestressed concrete. 
The substructure is made of cast in situ both side abutments.  
The foundations are concrete drilled piles, cast in situ. 
The abutments retaining the soil behind them. 
 


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 Benue River at the southern region of Nigeria.
The bridge crosses the Benue River almost perpendicular to the flow axis. 
The bridge is constructed by RCC – Nigeria.
The bridge has a total length of approximate 1835m and is made of 20 typical 85 meters long spans and two 67.5 m long side spans.
The bridge superstructure is 11.6 meters wide. The top slab carries 9.0 meters wide roadway, 2.6 meters wide walkway and parapets.
 

Construction Method: 
The bridge is designed as a cast in situ segmental concrete, to be constructed by the balanced cantilever method using a form traveler.
The typical segment length is 4.85 meters at its longitudinal axis. The segment depth is variable from 4.5 meters above the mid piers axis to 2.3 meters deep at mid spans.
The substructure is made of cast in place concrete double-wall type mid piers and piles cap.
The foundations are cast in situ concrete drilled piles. 


Tel Aviv Metropolitan Red Line Arlosorov station

Location: Tel Aviv, Israel.
Date: 2011 onwards.
Service: Preliminary Design, Detailed Design, Construction Documents, Construction Engineering, Site Support.


General Description: 
The “Arlosorov” station is the fifth in the row of ten underground stations that are planned along the 23 km long “Red Line” – Tel-Aviv's transit system. It is located across Al Parashat Drachim Street, adjacent to a major bus terminal and Savidor railway station.
The station design includes two entrances at the west side of the station.
The design is coordinated with the future “Arlosorov 2000” development, for both the final stage and for the transitional stage of the project. The design will also be coordinated with the design of the "Purple Line" – a future LRT which will have its terminus stop in this site. The Sub designer reserves an option for an underground connection to the development by knock-out panel at north end of the station.
The design includes a new underpass below Al Parashat Drachim Street, since during the station's construction the existing underpass will be demonished.
 

Construction Method:
Construction of “Outer Boxes” (a shell made of slurry walls at all the structures’ perimeter) is the main concept that allows construction of the main station (“Inner Box”).
The basic concept of the design of the Outer Box is based on the use of watertight reinforced slurry walls with multilayer inner struts and walers system for walls temporary support during the construction process.
The main design constrains of “Arlosorov” station are the high ground water levels both at the construction period and at final stage. Therefore it was essential to design an unreinforced concrete bottom plug restrained by tension anchors, which were considered for the resistance of the uplift forces caused by high groundwater level and operating at the bottom level of the station.
According to planned construction stages, the TBM has to cross the station after UWC plugs’ completion, and the "Outer Boxes" completely dewatering.
The inner station is designed as a 3 level  CIP reinforced concrete structure.


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 vehicle corridor between Israel (adjacent to Kibutz Tirat Zvi) and a special employment zone on the Jordanian side of the border. The bridge is 352 meters long and it cross’ the potential flow width of the Jordan River. The Bridge carries 11.0 meters wide roadway having two lanes 3.5 meters wide each, two meters wide shoulder on the north edge and two meters wide walkway at the south edge. Traffic lanes and shoulder shall be 8cm asphalt on top of water proofing film layer. Walkway shall be combed concrete. Steel made barriers are designed on both sides of the deck slab.
The superstructure is made of six typical 46.0 meters long spans, 36.0 meters long east end span and 40.0 meters long west end span. 
 

Construction Method: 
The Superstructure main construction method is launching, as follows:
•    Typical steel made segment's assembling in situ.
•    Reinforced concrete slabs, over typical segments, execution in assembly yard.
•    Typical segments connection to a previous executed segment.
•    The superstructure is incrementally launching.
•    Permanent expansion joints execution on both bridge's ends.
•    Steel made barriers assembly.
The superstructure’s cross section is made of two steel plate girders, 185cm deep, and cantilevered cross beams, 50cm deep, with 25cm deep CIP reinforced concrete deck slab on top. The connection between girders and deck slab is “Stud connection”.
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 CIP pile caps.
Abutments are small “Wall type” made of cast in situ concrete cast integrally with wing walls on top of cast in situ pile cap. Cast in situ, 25cm deep, six meters long, approach slabs are pin-connected to the abutments back walls.
Foundations are 26 to 32 meters deep cast in situ drilled piles 130cm and 150cm in diameter.
Expansion joints, to accommodate longitudinal thermal deformations as well as seismic movements are located on both bridge ends. 
Erosion Protection on pier pile caps shall be three layers of large boulders