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Imparare dal crollo del ponte di Genova?"},"content":{"rendered":"

Il 14 agosto 2018, una delle torri strallate e le campate adiacenti del ponte Morandi a Genova, in Italia, \u00e8 crollata, uccidendo 43 persone. Il crollo del ponte morandi<\/a> \u00e8 avvenuto durante condizioni meteorologiche avverse, con segnalazioni che un fulmine aveva colpito la torre. <\/p>

Il ponte Morandi, costruito tra il 1963 e il 1967, ai suoi tempi era considerato una forma avanzata di costruzione. Morandi aveva precedentemente progettato il ponte Maracaibo in Venezuela in una forma strutturale simile. Le innovazioni del ponte Morandi furono senza dubbio caratterizzate dall’uso precoce di campate precompresse in cemento e cavi. Nell’ultimo mezzo secolo abbiamo imparato molto sull’uso di queste tecnologie. Su due aspetti per\u00f2 i progettisti di ponti di oggi sono molto pi\u00f9 consapevoli di ieri: la durata e la robustezza.<\/p><\/blockquote>

Durabilit\u00e0 e robustezza.<\/h3>

I documenti del giornale ICE sul crollo 33 anni fa del ponte Ynys-y-Gwas hanno insegnato ai ingegneri l’importanza di rendere pi\u00f9 facili da ispezionare i ponti in cemento precompresso e di garantire che i componenti in acciaio pre-sollecitazione fossero adeguatamente protetti contro la corrosione. La robustezza \u00e8 ora una priorit\u00e0 in qualsiasi struttura. I moderni ponti strallati di solito adottano strutture con multi-cavo, che offrono percorsi di carico alternativi in caso di perdita di capacit\u00e0 di un singolo cavo.<\/p><\/blockquote>

Questi sviluppi dovrebbero rendere meno probabile una tragedia\ncome quella di Genova, gli ingegneri comunque devono continuare a\nessere consapevoli del deterioramento legato al tempo e delle\nmaggiori condizioni di carico.<\/p>

Sovraccarico del semigiunto<\/h3>

Il semigiunto era una caratteristica popolare dei ponti in cemento armato negli anni ’60 e ’70, ma una volta realizzati i potenziali problemi di durabilit\u00e0 e manutenzione ad essi associati, il loro uso fu interrotto. Nelle librerie tecniche esistono diversi documenti consultabili che descrivono le tecniche di ispezione e valutazione visiva messe in atto (ad esempio<\/em>) da Highways England per gestire i rischi del suo stock di 424 ponti semigiunti in cemento armato ancora in uso. Si fa riferimento a come le autorit\u00e0 autostradali di altre nazioni gestiscono le proprie scorte di ponti simili.<\/p><\/blockquote>

Sulla stessa scia sono anche le analisi di Griffin e Sivaji (2018)\nche descrivono i metodi utilizzati per gestire la valutazione\ndell’enorme scorta di ponti ferroviari del Regno Unito di propriet\u00e0\ndi Network Rail. Nel Documento vengono descritti i tre livelli\noriginali (1, 2 e 3) di valutazione dei ponti, insieme alle misure\nadottate per far fronte alla necessit\u00e0 urgente di valutare\nrapidamente molte migliaia di ponti in un breve periodo di tempo.\nViene descritto lo sviluppo e l’introduzione di una nuova valutazione\nrapida di livello 0.<\/p>

Un modello di progettazione razionale per le regioni di\nconnessione tra sezioni composite in cemento e acciaio dei ponti\nponte \u00e8 stato invece approfondito da Esteves nel 2018. Il report di\nEsteves descrive un modello di progettazione razionale per le regioni\ndi connessione tra sezioni composite in cemento e acciaio dei ponti\nponte. L’uso di ponti compositi in acciaio pi\u00f9 leggero nelle campate\nprincipali pi\u00f9 lunghe collegate a lastre di cemento pi\u00f9 pesanti\nnelle campate laterali sta infatti diventando sempre pi\u00f9 popolare.\nGli autori propongono un metodo migliorato per la progettazione di\nqueste difficili connessioni, illustrato con un’utile valutazione del\ncase study.<\/p>

La valutazione del comportamento dinamico dei ponti ferroviari\nmostra spesso una marcata differenza tra il comportamento teorico\ncalcolato e quello misurato mediante ispezione. In genere, ci\u00f2 si\npresenta sotto forma di frequenze naturali misurate inferiori\nrispetto a quelle calcolate dall’analisi strutturale. Ci\u00f2 \u00e8 spesso\nattribuito alla rigidit\u00e0 aggiuntiva fornita dalla zavorra e dalla\npista che di solito non sono incluse nel modello di resistenza.<\/p>","protected":false},"excerpt":{"rendered":"

Il 14 agosto 2018, una delle torri strallate e le campate adiacenti del ponte Morandi a Genova, in Italia, \u00e8 crollata, uccidendo 43 persone. Il crollo del ponte morandi \u00e8 avvenuto durante condizioni meteorologiche avverse, con segnalazioni che un fulmine aveva colpito la torre. Il ponte Morandi, costruito tra il 1963 e il 1967, ai […]<\/p>\n","protected":false},"author":10,"featured_media":20349,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[56],"tags":[2851,633],"class_list":["post-20346","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-attualita","tag-attualita","tag-ingegneri"],"acf":[],"yoast_head":"\nCosa dobbiamo imparare dal crollo del ponte di Genova?<\/title>\n<meta name=\"description\" content=\"Il tragico crollo del ponte Morandi di Genova \u00e8 un duro richiamo ai rischi di deterioramento legato al tempo e aumento del carico.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/unioneingegneri.com\/cosa-dobbiamo-imparare-dal-crollo-del-ponte-di-genova\/\" \/>\n<meta property=\"og:locale\" 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