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What are the most salient aspects of
this project?
The magnitude, geometry and design of the
project generate very specific characteris-
tics such as the variation in the sections,
aspects which present new challenges to
overcome during each working day.
We have 60,000 cubic metres of all types
of concrete, which vary from the most com-
mon or regularly used on civil works or in
construction, 20 MPa, 30 MPa, to high-
pressure concrete, 80 MPa self-compac-
ting concrete for the arch, or 60 MPa con-
crete on the deck.
Like other significant amounts, we can
highlight for example that near to one mi-
llion kilos of steel are used on the two au-
xiliary towers of the viaduct which function
by tightening the provisional cables which
enable the cantilever.
We also have another million kilos of steel
in cables and close to 8,000 tonnes, more
than 8 million kilos of passive steel, inside
the bridge.
How does FCC contribute to the overall
project?
FCC spearheads the construction of this
section and exclusively implements the
detail project. The experience, the team,
and the know-how have ensured that pre-
viously unaddressed obstacles have been
overcome.
What has been the main challenge?
There is no single challenge. The magnitu-
de of the project we are facing is so large
that it brings about new challenges daily
that must be resolved.
What have been the repercussions of
the expertise in a project as unique as
this one?
The construction of the viaduct has gene-
rated high interest from the academic com-
Interview with
Pedro Cavero
(Project manager of the Joint Venture)
“The
construction of the viaduct has generated
great interest
in the academic community as well as
in the profesional sector ”
munity as well as from the professional sec-
tor. We have received visits from practically
every engineering school in the country and
even internationally such as from Princeton
University, whose interest has now led to a
video which is currently found on YouTube.
Professional associations and companies in
the sector have shown a special interest in
this project and we have been able to share
with them the progress and challenges pre-
sented from such a unique project.
How many people have worked on the
project?
The construction phase of the semi-ar-
ches involved approximately 80 people.
The highest number of people involved
worked on the simultaneous construction
of both the arch and the access decks to
the arch, reaching a total of around 170
people on site.
What environmental measures were
implemented?
In basic terms, it would be necessary to
point out two key measures in this regard.
We carried out an ornithological tracking
of all of the families or pairs of birds which
could have been affected during the im-
plementation of this work project; in fact,
there was a pair of golden eagles living in
this area which were in danger of extinc-
tion, therefore we had to make a group of
nests so that the pair could nest several
kilometres away above the river. We did it.
In the end it worked out well.
The other measure was executed through
the installation of a “birdlife screen” which
functioned by ensuring the birds soared
upwards, crossing above the overhead ca-
ble so as to avoid colliding neither with the
railway nor with the cable.
How is the viaduct going to bring value
to the community?
The viaduct, as well as the stretch and line
incorporated into such, are going to cut
transport times, considering that Extrema-
dura is extremely large regional community.
As soon as we have a high-speed system
in place, internal journey times are going to
be shortened, such as the connection with
Madrid, for example. The Cáceres to Ma-
drid journey currently takes approximately 3
hours and a half, and the Badajoz to Madrid
connection takes one hour and a half. Both
journeys will be reduced by 30 and 50 mi-
nutes respectively for services with stops,
and by even more for direct or semi-direct
services. This is without doubt a remarkably
significant advancement.
n o w l e d g e