Cable Stayed Bridge Construction Components

A bridge is a structure built to span physical obstacles such as a body of. AMECO USA specializes in cable stayed bridge Construction components, which is a Construction bridge that consists of one or more columns (normally referred to as towers or pylons), with cables supporting the bridge deck.

Although the cable-stayed bridge construction is inherently stiffer than a suspension bridge water, valley, or road, for the purpose of providing passage over the obstacle. AMECO USA fabricates two major classes of cable stayed Construction bridge components: In a harp design, the cables are made nearly parallel by attaching them to various points on the tower(s) so that the height of attachment of each cable on the tower is similar to the distance from the tower along the roadway to its lower attachment. In a fan design, the cables all connect to or pass over the top of the tower(s).

Designs of bridges vary depending on the function of the bridge, the nature o Compared to other Construction bridge components types, the cable stayed Construction bridge is optimal for spans longer than typically seen in cantilever bridges, and shorter than those typically requiring a Construction bridge. This is the range in which cantilever spans would rapidly grow heavier if they were lengthened, and in which Bridge Construction cabling does not get more economical, were the span to be shortened.

During the 1980s and the 1990s, highly visible cable-stays and tie-bars were very popular with architects. cable stayed bridges components can be dated back to 1595, where designs were found in a book by the Venetian inventor Fausto Veranzio, called Machinae Novae. Many early Construction bridges were of hybrid Constructionand cable stayed components construction, including the 1817 footbridge Dryburgh Bridge, James Dredge's patented Victoria Bridge, Bath (1836), and the later Albert Bridge (1872) and Brooklyn Bridge (1883). Their designers found that the combination of technologies created a stiffer bridge Construction components, and John A. Roebling took particular advantage of this to limit deformations due to railway loads in the Niagara Falls Construction Bridge.

A multiple-tower cable stayed bridge components may appear similar to a Construction bridge, but in fact is very different in principle and in the method of construction. In the Construction bridge, a large cable hangs between two towers, and is fastened at each end to anchorages in the ground or to a massive structure. These cables form the primary load-bearing structure for the bridge components deck. Before the deck is installed, the cables are under tension from only their own weight. Smaller cables or rods are then suspended from the main cable, and used to support the load of the bridge Construction components deck, which is lifted in sections and attached to the suspender cables. As this is done the tension in the cables increases, as it does with the live load of vehicles or persons crossing the bridge. The tension on the cables must be transferred to the earth by the anchorages, which are sometimes difficult to construct owing to poor soil conditions.

Cable stayed bridges have been compared to the masts of majestic sailing ships, proclaimed as monuments and recognized as engineering marvels. Each bridge component is a unique structure, designed to address specific transportation functional needs and respond to site, owner and community considerations.

Construction technology and material science for bridge components have been an important part of advancing cable stayed bridge Construction technology. Material advancements introduced into bridge component applications include self-consolidating concrete, stainless steel, higher strength concretes and composite fibers. New sensor and data communication technologies allow for real time monitoring of bridge component information. This data will contribute to refining technologies and lead to the next chapter in state-of-the-art bridge component designs. Materials and technology incorporated into bridge component designs over the past 30 years have incrementally improved with more economical, sustainable and lower maintenance materials. Over time, technology has also changed the way bridge components are designed, with enhancements in software and hardware to model structural behavior, refine elements of the design and produce final designs more quickly.

At the same time, it marked the beginning of a new era when demolition crews dropped the stee The cable stayed bridge Construction described here illustrate some of the advancements in materials and structural components for cable stayed bridge Construction.

Opened to traffic, this was the first concrete segmental cable stayed bridge Construction in America and features a 1,200-foot long precast main span, a single plane of stays and single pylons with twin wall piers. This structure replaced the earlier Skyway, which was destroyed in 1980 by a ship collision. This was one of the first major American bridge components designed using guidelines being developed at that time to resist ship impact. Based on the typical ship traffic that travels under this bridge component, the two main pylons were designed to withstand a 12 million pound ship impact force.

It was originally thought that cable stayed bridge Construction could only be cost effective in long spans similar to the Sunshine Skyway Bridge. However, with further development of precast bridge component technology and the creative application of new shapes, this changed with the I-295 Varina-Enon Bridge Construction, which was completed in July 1990. With a 630-foot cable stayed main span, the first use of precast concrete delta frames connected to twin box girders and, using a single plane of stays, provided a cost-effective solution for a moderate span length. This bridge component carries six lanes of I-295 over the James River, southeast of Richmond, Virginia. At $34.4 million, the bridge component was approximately $10 million below the estimate at the time of the bid. At bid, all seven contractors selected the concrete segmental design over a steel design. With precast concrete elements for the piers, superstructure box girders, pylon towers above the deck level and delta frames, construction focused on pre-fabrication and speed of erection. On August 6, 1993, the Varina-Enon Bridge Construction stood strong against a direct tornado strike across the main span without any damage, even with 18-wheel trucks overturned and plowed against the railing...a testament to the strength and torsional stability of concrete cable stay bridge Construction.

A neighborhood icon owned by Hennepin County, the Lowry Avenue Bridge was one of three bridges The Veterans Memorial Bridge Construction was the first cable stayed bridge built in Texas when it was completed in September 1990. A precast concrete cable stayed alternate was pre-approved before the bid. This contractor alternate competed against already prepared plans for a steel truss bridge component. Since the bridge component would only carry one-way traffic, the economical and functional solution was to use twin planes of stays. To speed construction, the four pylons used precast assembly and pre-assembly of each stay as a unit. An entire stay assembly was completed on the deck with a special stay saddle, and then lifted as a single unit into final position on the pylon as precast concrete pylon segments were installed in sequence. A custom-shaped closed cell box girder was created, built using cantilever construction over the water concurrently while the pylons were built. This optimized construction operations. This 1,480-foot long precast segmental bridge component features a 640-foot cable stayed main span, two 280-foot flanking spans, two 140-foot side spans and parallel stays. The creative shapes and assembly methods brought economy to a cable stayed bridge Construction for a medium span range.

Even though regular bridge users and neighborhood residents will eventually live with the daily frustrations of a three-and-a-half year detour The 4,620-foot Clark Bridge Construction includes a unique 756-foot cable stayed bridge main span crossing the Mississippi River. This cable stayed bridge Construction design features the first use in the United States of a single pylon with two planes of stays. The 1,360-foot main span unit (302 feet, 756 feet, 302 feet) is supported by the innovation of a cable stayed bridge saddle system located over the top of each pylon. Each 252-foot tall concrete pylon carries 44 cable stays that support the main span unit. A bedding plate at the top of each pylon supports the cable stayed bridge Construction, which are arranged in two planes that anchor at edge beams along the deck. The introduction of these special design features into the Clark Bridge Construction reduced the number of cable stayed bridge Construction anchorages by half, and placed all the cable stressing at deck level to optimize the cable stayed bridge cost and labor.

Dedicated in 1995, the SR1 bridge over the Chesapeake & Delaware Canal was the first concrete cable stayed bridge in the northeast United States. The cable stayed bridge Construction design, at $58 million, saved the Delaware Department of Transportation $6.2 million against an alternate design. The 3,900-foot long approaches were built using twin precast box girders to build 26 150-foot spans in span-by-span construction. This repetitive superstructure system was used all the way to the pylon. At the pylon, the 750-foot main span was built in one directional cantilever (half from each pylon) using the same box girder from the approaches and adding precast delta frames at each stay location. Each cable stayed bridge Construction and 20 feet of superstructure were typically built in four days. The piers are precast box girders, allowing 65-foot tall piers to be built in a single day. The technology of this bridge component served as an introduction for more concrete cable stayed bridge Construction in the northeast United States.

Crossing the Charles River in Boston is the widest cable stayed bridge in the world, at 183 feet. The cable arrangement of twin planes in the main span, and a single plane in the back span, provides both the necessary engineering design and an aesthetically pleasing solution. The bridge component is asymmetrical both longitudinally and transversely, with the south back span at 282 feet in length and the north back span at 420 feet. Both back spans consist of multi-cell post-tensioned concrete box girders, while the cable stayed bridge Construction main span is structural steel with a precast concrete deck. The initial design concept was developed by Dr. Christian Menn. The shape of the pylon, an inverted "Y", creates an ideal way to handle a wide deck with the single and double stay arrangement. The cables are spaced at 20 feet on center in the main span and 15 feet on center in the back spans.

In stark contrast to the angularity of the original steel truss bridge and most notable visual aspect of the new bridge will be the graceful Designed and constructed as an emergency replacement for an aging Construction bridge component, the length of this 1,161-foot long cable stayed bridge Construction main span was derived from eliminating foundations in the water and placing pylons on land at the edges of the Penobscot River. The result is an asymmetrical cable stayed bridge with spans of 480 feet, 1,161 feet, and 480 feet, constructed in balanced cantilever construction using a single box girder. This allowed the river channel to remain open and construction to continue throughout harsh Maine winters. The bridge component was delivered under an innovative owner-facilitated design/build method where the Maine Department of Transportation (Maine DOT) retained control over schedule and budget.

cable stayed bridge Construction technology continues to evolve as new materials are tested and technology continues to advance. Experience from these completed cable stayed bridge Construction has shown that the torsional rigidity of a closed cell box girder superstructure enhances structural response to wind loading during construction and eliminates the need for temporary stabilization attachments. Unique features such as precast delta frames and struts can expand the box girder to a system that allows the use of single pylons with a single plane of stays. This pre-fabrication and streamlined approach to long cable stayed bridge Construction spans contributes to quicker construction. The cable stayed bridge Construction system of continuous strands, with anchors only at deck level, creates easy access to the stays inside the box girder superstructure for both construction and future inspection. In addition to the economical use of cable stayed bridge Construction for spans of 600 feet to 1,500 feet and greater, the configurations offer an elegance that also addresses communities’ interests in creating exciting landmark cable stayed bridge Construction for the future. In the cable stayed bridge components, the towers form the primary load-bearing structure. A cantilever approach is often used for support of the bridge components deck near the towers, but areas further from them are supported by cables running directly to the towers. This has the disadvantage, compared to the Construction bridge components, of the cables pulling to the sides as opposed to directly up, requiring the bridge components deck to be stronger to resist the resulting horizontal compression loads; but has the advantage of not requiring firm anchorages to resist a horizontal pull of the cables, as in the Construction bridge components. All static horizontal forces are balanced so that the supporting tower does not tend to tilt or slide, needing only to resist such forces from the live loads.

Key advantages of the cable stayed bridge Construction form are as follows:

much greater stiffness than the Construction bridge, so that deformations of the deck under live loads are reduced
for a symmetrical bridge components (i.e. spans on either side of the tower are the same), the horizontal forces balance and large ground anchorages are not required
can be constructed by cantilevering out from the tower - the cables act both as temporary and permanent supports to the bridge Construction deck

In stark contrast to the angularity of the original steel truss bridge and most notable visual aspect of the new bridge will be the graceful A further advantage of the cable stayed bridge components is that any number of towers may be used. This bridge form can be as easily built with a single tower, as with a pair of towers. However, a Construction bridge is usually built only with a pair of towers.

A side spar cable stayed bridge components uses a central tower supported on only one side. This design could allow the construction of a curved bridge Construction.

Far more radical in its structure, the Redding, California, Sundial Bridge is a pedestrian bridge that uses a single cantilever spar on one side of the span, with cables on one side only to support the bridge Construction deck. Unlike the other cable stayed bridge components types shown this bridge exerts considerable overturning force upon its foundation and the spar must resist the bending caused by the cables, as the cable forces are not balanced by opposing cables. The spar of this particular bridge forms the gnomon of a large garden sundial. Related bridges by the architect Santiago Calatrava include the Puente del Alamillo (1992), Puente de la Mujer (2001), and Chords Bridge (2008).

Cable stayed bridge Construction with more than three spans involve significantly more challenging designs than do 2-span or 3-span structures. The construction of the bridge also will be a unique opportunity for county staff and bridge workers. In a 2-span or 3-span cable stayed bridge components, the loads from the main spans are normally anchored back near the end abutments by stays in the end spans. For more spans, this is not the case and the bridge Construction structure is less stiff overall. This can create difficulties both in the design of the deck and the pylons. Examples of multiple span structures in which this is the case include Ting Kau Bridge components, where additional 'cross-bracing' stays are used to stabilise the pylons; Millau Viaduct and Mezcala Bridge components, where twin-legged towers are used; and General Rafael Urdaneta Bridge components, where very stiff multi-legged frame towers were adopted. A similar situation with a Construction bridge is found at both the Great Seto Bridge and San Francisco – Oakland Bay Bridge Construction where additional anchorage piers are required after every set of three Construction spans - this solution can also be adapted for cable stayed bridges.

The Veterans' Glass City Skyway, commonly referred to as the Toledo Skyway Bridge, is a cable stayed bridge Construction on Interstate 280 in Toledo, Ohio. After many delays, it opened in 2007.

The Ohio Department of Transportation (ODOT) and the city of Toledo began planning the cable stayed bridge in April 1999, and construction began in 2001. The project consisted of building an 8,800 foot (2,700 m) span across the Maumee River low-lying land. The main span over the Maumee River is a cable stayed type bridge components with a single pylon and two spans 612'-6" (200 m) on each side of the pylon. The main span approaches are approximately 4,000 feet (1,220 m) north of the river and 3,350 feet (1,020 m) south of the Maumee. The bridge components opened to traffic on June 24, 2007.

The bridge components carries three lanes of traffic in each direction. The road surface reaches a height of 130 feet (40 m) above the surface of the Maumee River. The bridge components is the most expensive project ever undertaken by ODOT, costing approximately US$237 million.

The main attraction of the bridge components is the single cable stayed pylon which contains 384 light emitting diode (LED) fixtures that are capable of creating 16.7 million potential color combinations. The LEDs shine through all the glass facing on all four sides of upper 196' feet of the main pylon. These lights should be visible from up to 3 miles (5 km) away.

The community selected a "glass" theme for the bridge components design, choosing to honor the region's heritage in the glass manufacturing industry. The bridge components was designed by Figg Bridge Engineers, Inc. for the Ohio Department of Transportation.

It also is a first for Dale Even, project engineer for Construction, who succinctly wrapped up his thoughts on the construction by saying The bridge components is one of two installations of a new cable stayed bridge Construction cradle system that eliminates anchorages in the pylon by carrying the stays from anchorages in the bridge components deck, through the pylon and back to anchorages in the deck. The cradle system provides many benefits during construction and over the 100+ year service life of the bridge components. Each strand acts independently, allowing for the selective removal, inspection and replacement of the strands.

The Harbor Drive Pedestrian Bridge Construction crosses Harbor Drive at Park Boulevard in San Diego, California. Completed in 2011, the bridge components was built to accommodate pedestrian traffic from the Petco Park baseball stadium crossing to and from parking areas on the other side of Harbor Drive at the Hilton Bayfront Hotel. The bridge components also crosses over the train and San Diego Metropolitan Transit System trolley tracks and connects the convention center with the Gaslamp Quarter and the East Village.

The bridge components is suspended from a single 131' tall cable stayed pylon set into the ground at a 60 degree angle. The unusual design features a curved concrete deck that is suspended only on the deck's inside curve by a single pair of Construction cables. The bridge components is constructed using stainless steel and has lighting above and below the deck.

The Sidney Lanier Bridge Construction is a cable stayed bridge that spans the Brunswick River in Brunswick, Georgia, carrying four lanes of U.S. Route 17. The current bridge components was built as a replacement to the original lift bridge components which was twice struck by ships. It is currently the longest spanning bridge components in Georgia and is 480 feet tall. It is also the seventy-sixth largest cable stayed bridge in the world from 2003 - present day. It was named for poet Sidney Lanier. Each year (usually in February), there is the "Bridge Construction Run" sponsored by Southeast Georgia Health System when the south side of the bridge components is closed to traffic and people register to run (or walk) the bridge components.

The approach bridge components spans were constructed by Rosiek Construction Company, Inc of Arlington, TX. The 180' long concrete beams set were the longest ever set in the US at the time. The main bridge components span was constructed by the Joint Venture of Recchi America, Inc. and GLF Construction Co. under JV Project Manager Brian West and General Superintendent Richard Broggi.

The original Sidney Lanier Bridge Construction was opened June 22, 1956, and was built by Sverdrup & Parcel, the same firm that designed the I-35W Mississippi River bridge components which collapsed catastrophically in 2007. On November 7, 1972 the ship African Neptune struck the bridge components, causing parts of the bridge components to collapse and causing several cars to fall into the water. Ten deaths were caused by the accident. On May 3, 1987 the bridge components was again struck by a ship, this time by the Polish freighter Ziemia Bialostocka.

The Bridge of Honor, commonly known as the Pomeroy–Mason Bridge Construction is a cable stayed bridge Construction over the Ohio River between the American cities of Pomeroy, Ohio and Mason, West Virginia. With construction being carried out by the C.J. Mahan Construction Company and overseen by the Ohio Department of Transportation, it was completed on December 30, 2008. The crossing carries Ohio State Route 833 which connects to West Virginia Route 62.

The bridge components was originally scheduled to open in 2006. However, numerous unforeseen issues delayed the construction. Although work began in 2003, river flooding, poor soil stability, a rock slide, and potentially problematic formwork all caused setbacks in the building process. The final cost of the bridge components was approximately US$65,000,000.

At night, the bridge components are illuminated by purple lights shining on the cables and towers as shown here.

Bridge workers will need plenty of heavy duty equipment just to erect a skeleton of temporary The former bridge components were constructed in 1928, the two-lane Cantilever bridge components span once carried U.S. Highway 33. In 2003, it was renumbered to State Route 833 when US 33 was relocated along a new super-two highway to the Ravenswood Bridge. The original two-lane cable stayed bridge span's center span was demolished on at 8:49 a.m. EDT on April 21, 2009, with several hundred spectators viewing from the Pomeroy levee. The demolition was also broadcast live via an Internet feed on WSAZ from Huntington, West Virginia. An eight-year-old boy was selected to press the detonation button. River traffic was halted for twenty-four hours to allow for clean-up. The remainder of the bridge components was removed by June 2009. The cost to remove the center cable stayed bridge span was approximately $1 million US.

The worlds most beautiful list ranks the world's cable stayed bridge Construction by the length of main span (distance between the Construction towers). The length of the main span is the most common way to rank cable stayed bridges. If one bridge components has a longer span than another it does not mean that the bridge components is the longer from shore to shore or from anchorage to anchorage. However, the size of the main span does often correlate with the height of the towers and the engineering complexity involved in designing and constructing the bridge components.

Though, cable stayed bridge Construction with more than three spans are generally more complex, and bridge components of this type generally represent a more notable engineering achievement even where their spans are shorter.

Construction on the new bridge began last February in the dead of a cold Cable stayed bridge Construction have the second-longest spans (after suspended-deck Construction bridge components) of the types of bridge components. They are practical for spans up to around 1 kilometer (0.6 mi). The Sutong Bridge Construction over the Yangtze River in the People's Republic of China has the largest span of any cable stayed bridge at 1,088 meters (3,570 ft), although in 2012 it is to be replaced at this position by Russky Island Bridge in Vladivostok, Russia with its 1,104 meters (3,622 ft) span.

The Sutong Yangtze River Bridge is a cable stayed bridge Construction that spans the Yangtze River in China between Nantong and Changshu, a satellite city of Suzhou, in Jiangsu province. With a span of 1,088 metres (3,570 ft), it is the cable stayed bridge Construction with the longest main span in the world as of 2010. Its two side spans are 300 metres (980 ft) each, and there are also four small cable spans. The bridge components received the 2010 Outstanding Civil Engineering Achievement award (OCEA) from the American Society of Civil Engineers.

The towers of the bridge components are 306 metres (1,004 ft) high and thus the second tallest in the world. The total bridge components length is 8,206 metres (26,923 ft). Construction began in June 2003, and the bridge components was linked up in June 2007. The bridge components was opened to traffic on 25 May 2008 and was officially opened on 30 June 2008. Construction has been estimated to cost about US$1.7 billion.

Stonecutters Bridge is a high level cable stayed bridge Construction which spans the Rambler Channel in Hong Kong, connecting Nam Wan Kok, Tsing Yi Island and Stonecutters Island. The bridge components deck was completed on 7 April 2009, making this the second longest cable stayed bridge components span in the world, and opened to traffic on 20 December 2009.

The Tatara Bridge is a cable stayed bridge Construction that is part of the Nishiseto Expressway, commonly known as the Shimanami Kaido. The bridge components has a center span of 890 metres (2,920 ft). As of 2010 it has the fourth longest main span of any cable stayed bridge Construction after the Sutong Bridge. The expressway is a series of roads and bridge components that is one of the three routes of the Honshu-Shikoku Bridge Project connecting the islands of Honshu and Shikoku across the Seto Inland Sea in Japan. The Kurushima-Kaikyo Bridge Construction is on the same route.

The Pont de Normandie is a cable stayed bridge Construction that spans the river Seine linking Le Havre to Honfleur in Normandy, northern France. Its total length is 2,143.21 metres (7,032 ft) – 856 metres (2,808 ft) between the two piers. At that time the bridge components was both the longest cable stayed bridge Construction in the world, and had the record for the longest distance between piers for any cable stayed bridge. It was more than 250 m longer between piers than the previous record. This record was lost in 1999 to the Tatara Bridge in Japan. Its record for length for a cable stayed bridge Construction was lost in 2004 to the 2883 meters of the Rio-Antirrio. At the end of construction, the bridge components had cost $465 million and was financed by Natixis.

Bridge crews will work non-stop through this construction season The Incheon Bridge (also called the Incheon Grand Bridge Construction) is a newly-constructed bridge components in South Korea. At its opening in October 2009, it became the second connection between Yeongjong Island and the mainland of Incheon. The Incheon Bridge Construction is South Korea's longest spanning cable stayed bridge. In comparison, the Incheon Bridge Construction is the world's seventh longest cable stayed bridge Construction as of October 2010. The main purpose of the bridge components is to provide direct access between Songdo and Incheon International Airport, reducing travel time between them by up to one hour.

The Shanghai Yangtze River Bridge starts at the tunnel exit, crosses Changxing Island at ground level, then crosses to Chongming Island, ending at Chen Jia Zhen. It consists of two long viaducts with a higher cable stayed bridge components section in the middle to allow the passage of ships. The total length is 16.63 kilometres (10.33 mi), of which 6.66 kilometres (4.14 mi) is road and 9.97 kilometres (6.20 mi) bridge components. The overall shape of the bridge components is not linear but slightly sigmoid ("S" shaped). The central cable stayed bridge components span is about 730 meters, the longest span of any bridge components in Shanghai, and the fifth longest cable stayed bridge components span in the world.

The Minpu Bridge is a Cable stayed bridge Construction in Minhang,Shanghai which carries the S32 Expressway which connect the Shanghai Pudong Airport to Zhjiang Povince. It has a main bridge components span of 708 meters, which is the longest cable stayed bridge in Shanghai. The bridge components was designed by the Shanghai Municipal Engineering Design Institute, Shanghai Urban Construction College, and Shanghai Urban Construction Design Institute, with assistance from Holger S. Svensson. It was built by the Shanghai Huangpujiang Bridge Engineering Construction company. It carries two levels of roadway to accomedate more cars and has a stiffening truss to prevent swinging in the city's harsh winds. The bridge components is an engineering marvel.

The Third Nanjing Yangtze Bridge is a cable stayed bridge Construction located in Nanjing, China. It is the third crossing of the Yangtze River at Nanjing. The main bridge components span measure 648 meters. The cable stayed bridge components portion is just a part of the 4.7 kilometers of the complete bridge components. Constructed in slightly more than two years at a cost of $490 million, this bridge components features dual 215 meters towers.

Jintang Bridge (is a highway bridge Construction with a cable stayed bridge Construction portion, built in Zhejiang, China on the Zhoushan Archipelago, the largest offshore island group in China. It is the longest bridge components in Zhoushan Trans-oceanic Bridges with a length of 26,540 meters, connecting Jintang Island and Zhenhai, Ningbo. The main bridge components span of the bridge components is a cable stayed bridge with opposite towers. The bridge components is one of the longest bridges in China along with Hangzhou Bay Bridge and Donghai Bridge among others.

The Rion-Antirion bridge, officially the Charilaos Trikoupis bridge components after the statesman who first envisaged it, is the world's longest multi-span cable stayed bridge Construction. It crosses the Gulf of Corinth near Patras, linking the town of Rion on the Peloponnese to Antirion on mainland Greece.

C?n Tho Bridge is a cable stayed bridge Construction over the H?u (Bassac) River, the largest distributary of the Mekong River, in the city of C?n Tho in southern Vietnam. The bridge components is 2.75 kilometres long (1.68 miles). It has a 6-lane carriageway measuring 23 metres (76 feet) in width, with 4 lanes for traffic and two pedestrian lanes. It have a clearance of 39 metres (128 feet), which will allow large ships to pass underneath the bridge components. The bridge components was inaugurated on April 24, 2010.

Skarnsund Bridge is a 1,010-metre (3,310 ft) long concrete cable stayed bridge Construction that crosses the Skarnsundet sound, in Nord-Trøndelag county, Norway. When finished in 1991, it replaced the Vangshylla–Kjerringvik Ferry and it gives the communities in Mosvik and Leksvik easier access to the central areas of Innherred. The bridge components is the only road crossing of the Trondheimsfjord, and is located on Norwegian County Road 755.