© Hector Beade

赫克托·比德

架构师提供的文本描述。独特的瓦莱塔大港(今天的教科文组织世界遗产遗址)由于其壮丽的自然特征，自罗马帝国时代以来一直被用作港口，有许多入口处为海军船只提供适当的住所。它是圣约翰骑士从在岛上定居到18世纪末拿破仑入侵后被驱逐的海军基地。在那之后，直到上世纪70年代，它几乎就成了英国的海军基地。在1903年至1909年期间建造了一座由石灰石和混凝土砖制成的防波堤后，自然港的特殊保护质量得到了提高，使港口适合各种天气条件。这两艘船中较长的一座圣埃尔莫堡，是在瓦莱塔前滨70米处建造的，目的是防止水的停滞，缩短小型船只的航行路线。一座建于1906年的钢桥保证了防波堤的可达性，该桥由两根拱形桁架梁组成，由一对装有混凝土的圆柱形钢柱支撑。在1941年的第二次世界大战期间，这座人行桥由于一次电子船袭击而被部分拆除，随后被完全拆除。防波堤及其灯塔被隔离了70多年，只有乘船才能到达，直到2012年一座新的人行桥开通。

Text description provided by the architects. The unique Valletta Grand Harbour (today UNESCO World Heritage Site) has been used as a port since Roman Empire times thanks to its magnificent natural characteristics, with a number of inlets which provide adequate shelter to naval vessels. It served as a naval station for the Knights of Saint John from their settlement in the island to their expulsion after the Napoleonic invasion by the end of the 18th century. Almost immediately after then and until the 1970s, it served as a British naval station. The exceptional protection qualities of the natural harbour were increased during this period after the construction, between 1903 and 1909, of a breakwater consisting of two arms made of limestone and concrete bricks, which made the port suitable for all weather conditions. The Fort St. Elmo arm, the longer of the two, was constructed with a 70-meter gap in proximity to Valletta foreshore, in order to prevent water stagnation and to shorten routes for smaller crafts. Accessibility to the breakwater was guaranteed by a steel footbridge, erected in 1906, made up of two arched-truss beams supported by a pair of cylindrical steel columns filled with concrete. During WWII, in 1941, the footbridge was partly demolished due to an E-boat attack and subsequently removed altogether. The breakwater and its lighthouse remained isolated for more than 70 years, only accessible by boat, until the opening of a new footbridge in 2012.

 © Hector Beade

赫克托·比德

马耳他交通部在2009年底之前组织了一次国际设计和建造竞赛，争取设计、制造、运输和架设一座与原来位置相同的新人行桥。招标文件规定了比以往更多的设计限制，例如：人行桥应有一个单跨，其几何形状可刻在拱形上，并应由现有的(但经过翻新的)石台支撑；它应以钢制成，加上木料桥面，作为原桥；保留中心柱的现有残余是强制性的，但不能用作支撑；防波堤端应包括一个结构-钢观察甲板。

Transport Malta organised, by the end of 2009, an international design-and-build competition for the design, fabrication, transportation into place and erection of a new footbridge located in the same position as the original one. The tender document imposed more design restrictions than usual, e.g.: the footbridge should have a single span with its geometry inscribable in an arch shape and should be supported by the existing (but refurbished) stone abutments; it should be made of steel with a timber decking, as the original bridge; it was compulsory to retain the existing remnants of central columns, but not possible to use them as a support; a structural-steel observation deck should be included at its breakwater end.

 © Hector Beade

赫克托·比德

在考虑了历史、社会和文化背景、地点和竞争设计要求之后，我们提出了一种人行桥，其主要结构单元是一座70米跨度的经典拱形桁架，其高跨比与原桥相当。这种细长而优雅的桁架沿防波堤的外表面排列，而5.5m宽的桥面悬臂则从桥底弦向外延伸。从本质上说，横断面形成L形，从而加强了桥台开阔海侧的保护墙的存在，并加强了港口一侧的保护墙。这使得大桥的甲板成为面向华丽的大港的连续通畅的观察平台，而桁架则为行人提供了免受海风保护的感觉。该不对称截面还确保了桥梁是明确的，并有别于其余的站立墩。

After reflecting on the historical, social and cultural context, the location, and the competition design requirements, we proposed a footbridge whose main structural element is a single 70-m-span classic arched truss with similar height to span ratio to those pertaining to the original bridge.This slender and elegant truss is aligned along the outer face of the breakwater while the 5.5m-wide bridge deck cantilevers out from its bottom chord. In essence, the transverse section forms an L-shape thus reinforcing the presence of protection walls on the open sea side of the abutments and their absence on the harbour side. This makes the deck of the bridge a continuous unobstructed observation platform facing the gorgeous Grand Harbour, while the truss provides sensation of protection from the sea winds to pedestrians. The asymmetrical section also ensures that the bridge is clear and distinct from the remaining standing pier.

 © Hector Beade

赫克托·比德

这座桥的设计是为了承受现场恶劣的环境条件。为保护钢厂，选择了一种高质量、持久的C5M环境涂料系统。为避免其表面蓄水，提高耐久性，在桁架节点上采用非典型三角形和梯形的闭合截面，采用弧形截锥过渡的钢单元。每个钢表面的检查和维护是有保证的，这要归功于木材铺装的容易拆卸的部件。

The bridge was designed to withstand the harsh environmental conditions that exist on site. A high-quality long-lasting C5M-environment paint system was chosen for the protection of the steelwork. To avoid water accumulations on its surfaces and improve durability, closed cross sections with (atypical) triangular and trapezoidal shapes were used for the various steel elements, with curved truncated-cone transitions in the truss joints. Access to every steel surface for inspection and maintenance is guaranteed thanks to the easily removable components of the timber decking.

 © Hector Beade

赫克托·比德

所有的照明系统都使用了扶手或钢结构中的线性LED泛光灯，不会干扰人行桥及其细节的整体视图，提高耐久性，并使破坏变得困难。

Linear LED floodlights recessed in the handrails or in the steelwork were used for all the lighting systems, not disturbing the overall view of the footbridge and its details, improving durability, and making vandalism difficult.

 © Hector Beade

赫克托·比德

由于结构的跨度、长细和非常规截面，对结构的二阶效应和人体诱发振动进行了特别细致的研究。为了在不使用阻尼器的情况下减少因竖向振动引起的加速度，港口侧二次梁的内部填充了非结构混凝土，以增加质量，保持钢结构的重量。

Second order effects and human induced vibrations were studied with special care due to the significant span, slenderness and unconventional cross section of the structure. In order to reduce accelerations due to vertical vibrations without using dampers, the interior of the harbour-side secondary girder is filled with non-structural concrete to increase mass maintaining the weight of the steel structure.

 © Hector Beade

赫克托·比德

该设计提供了一个当代的解决方案，追溯到原来的桥梁历史。它唤起了过去的精神，同时也为子孙后代的享受提供了一个标志性的里程碑。由于采用了整体的建筑和结构设计方法，许多项目条件得到了同时和成功的解决，以一种优雅和简单的方式，业主完全满意，并在预算范围内。

The design provides a contemporary solution which harks back to the history of the original bridge. It evokes the spirit of the past and at the same time provides an iconic landmark for the enjoyment of future generations. Thanks to the holistic architectural and structural design approach, the numerous project conditions were solved simultaneously and successfully, in an elegant and simple manner, with full owner satisfaction and within budget.

 Floor Plan

Construction

这座人行桥是用一艘专门的重型货轮架设的，甲板上有起重机，其方式与原来的类似。起重机和卡车进入现场的限制，以及结构规划中原始码头的存在，使这个高度复杂的系统成为唯一可能的系统。这种钢结构是在阿科鲁尼亚(西班牙西北部)制造的，然后经陆路运输近1 000公里碎片到卡塔赫纳港(西班牙西南部)，在那里组装并装船，使用自己的400万亿人机座。它在经过4天的旅行后到达瓦莱塔，但不得不等待两周，直到海洋条件适合于从海上进行的微妙的安装演习，最后持续了4个小时。

The footbridge was erected using a specialised Heavy Lift cargo vessel with cranes on deck in a similar way as the original one was. Restrictions in accessibility for cranes and trucks to site and the presence of the remains of the original piers in the plan projection of the structure, make this highly complex system the only possible one.The steelwork was manufactured in A Coruña (NW Spain) and then transported overland nearly 1,000km in pieces to the Port of Cartagena (SW Spain) where it was assembled and loaded on board the vessel, using its own 400tn derricks. It arrived in Valletta after a 4 day journey, but had to wait two weeks until the sea conditions were appropriate for the delicate installation manoeuvre from sea, which finally lasted 4 hours.

http://www.youtube.com/watch?v=M-PT4CXHvHs

http://www.youtube.com/watch?v=M-PT4CXHvHs

 © Hector Beade

赫克托·比德

Architects Arenas & Asociados

Location Valletta, Malta

Category Bridges

Architect in Charge Héctor Beade, Guillermo Capellán

Area 72.0 sqm

Project Year 2012

Photographs Karl Borg, Hector Beade, Dion Buhagiar, Antonio Violi, Marc Wansky, Vernon Harvey, Samantha Debono, Victor Mercieca