The bridge structure is designed as a slender steel structure with a steel-concrete composite reinforced deck slab. The total length of the load-bearing structure is 140.0 m (approach span 24.35 m – arch section 91.35 m – approach span 24.35 m). It is a Langer beam system formed by a pair of truss parapet girders, each reinforced by a steel arch and steel hangers. The footbridge has a closed configuration with a lower deck. The railing system consists of the main girders with cable infill and has a height of 1,300 mm.

The length of the arch section of the steel structure is 91.3 m with a weight of 204 tons. For handling of fabricated components, a 35-ton crane was used. An 80-ton crane was used for installation of the approach spans, and a 750-ton crawler crane was used for the installation of the pre-assembled 91.3 m long main section (217 t), positioned on the Kopčany side on a reinforced working platform within the berm area facing the Morava River.

The total project cost amounted to EUR 1,299,327.

The structure consists of two parallel bridges: the left bridge in the Ostrava – Brno direction and the right bridge in the Brno – Ostrava direction. The total width of the superstructure is 17.70 m (left bridge) and 15.55 m (right bridge).
The main load-bearing structure of the bridge consists of two independent composite steel-concrete twin-girder structures with 20 spans and a top deck slab, founded on common deep foundations. From a structural point of view, both bridge structures form a continuous longitudinal beam.

The project was successfully completed with a total value of CZK 224,311,275.

]]> https://www.stavokov.sk/en/references/bridge-prerov/feed/ 0 https://www.stavokov.sk/en/references/bypass-road-bridge-over-the-biskupice-canal-and-the-vah-river/ https://www.stavokov.sk/en/references/bypass-road-bridge-over-the-biskupice-canal-and-the-vah-river/#respond Wed, 15 Apr 2026 08:14:18 +0000 https://www.stavokov.sk/?post_type=referencia&p=5605 The new road bridge over the Biskupice Canal and the Váh River in Trenčín is a major bridge structure (SO 202) on the south-eastern bypass of the city, forming part of the realignment of Road I/61. The bridge, approximately 540 m in length, connects the airport area and Trenčianske Biskupice, with the aim of relieving traffic in the city centre. Our company was responsible for the fabrication and erection of the steel structure of this bridge.

The bridge structure is designed with two expansion units, consisting of two continuous girders. The first unit (a composite steel–concrete structure) has three spans with lengths of 65.0 + 110.0 + 68.85 m. The second unit (a prestressed concrete structure) consists of six spans with lengths of 50.85 + 52.0 + 52.0 + 52.0 + 44.0 + 29.0 m.
The composite steel–concrete structure is designed as a box girder with variable depth and haunched sections towards the supports. The structural depth is 2.5 m in midspan and 6.0 m above the supports. The variation in depth is achieved through a parabolic haunch.
The prestressed concrete structure (second expansion unit) is designed with a constant structural depth of 2.5 m, with a stiffening cross beam provided above the supports.
The weight of the structure is 1,170 tonnes, the span length is 524 m, and the total bridge length is 539.2 m.

You can read more here: Source / Stavba I/61 Trenčín – most je už odovzdaná do užívania | ASB.sk

The load-bearing structure of the bridges consists of a continuous steel beam system with a composite reinforced concrete slab. In the cross-section, the superstructure is formed by two steel girders with an additional cast-in-place monolithic composite slab. The bridge foundations are deep foundations on bored large-diameter piles. On the right side of the abutment, a reinforced concrete retaining wall is connected, stabilising the adjacent slope. On the left side of the abutment, a reinforced and stabilised slope is designed to support the toe of the railway embankment. The bridge is located in a gentle left-hand horizontal curve. The transverse slope of the bridge follows the crossfall of the carriageway on the main route and is one-sided. Each superstructure consists of two main welded steel girders. The girders are composite with a reinforced concrete deck slab. The main girders have an asymmetrical cross-section. The centre-to-centre spacing of the main girders is 7.0 m. The girders are designed as full-depth welded plate girders. At the supports on abutments and piers, the main girders are interconnected by steel plate cross beams with a symmetrical welded I-section profile. The span length is 229.80 m and the total bridge length is 250.25 m.

The total value of the completed works reached CZK 138,566,039.

The bridge consists of a sequence of three simply supported spans. In all spans, the load-bearing structures are steel, fully welded, with a bottom deck and ballast trough. The end spans are designed as parapet girders with a span of 26 m, while the main span consists of a Langer beam (arch-reinforced girder) with a span of 69 m. The superstructure is supported by a monolithic reinforced concrete substructure founded on deep foundations using large-diameter bored piles.
Total weight of the steel structure: 619 tonnes
Total crossing length: 121.00 m
Total bridge length: 144.50 m

The project was successfully completed with a total contract value of CZK 65,009,226.

The bridge is designed as a continuous composite steel–concrete girder bridge with 11 spans. The cross-section is configured as a twin-girder structure with cantilever overhangs. The bridge is supported on column piers using spherical bearings. The foundations are designed as deep foundations on large-diameter bored piles embedded in clay layers.
Span length: 436.60 m / Total bridge length: 452.00 m

The total value of the completed works amounted to CZK 116,493,135.

The load-bearing structure is designed as a continuous steel box girder suspended from a single pylon by two planes of inclined stays made of multi-strand cables. The construction involved a technically demanding installation of the steel structure, carried out using the incremental launching method, with a strong emphasis on precision, stability, and safety throughout the construction process.
The result is a modern bridge structure that improves accessibility for pedestrians and the public while enhancing the infrastructure in the Nosice canal area.

The total contract value amounted to EUR 1,000,053.

The purpose of the bridge is to carry a double-track railway line with a design speed of 160 km/h over the Poprad River. The new bridge consists of two steel superstructures with ballasted track and an upper deck system. The track design speed on the bridge is 160 km/h. The bridge carries two main tracks with a mutual spacing of 5.0 m.
At the bridge location, the railway runs on an embankment approximately 2.0 m high. Each track is carried by a separate steel plate girder structure with an orthotropic deck. The superstructure is divided into erection segments. Assembly and workshop joints are welded.

The bridge structure spans both the Slatina River and road III/05098 and was designed as part of the four-lane divided R2 expressway of category R 24.5/100. The bridge width arrangement corresponds to the parameters of a modern high-speed road with a clear width of 11.25 meters for each traffic direction. In spans 1 and 2, the bridge is widened due to the connection to the Detva interchange.
The steel structure of the bridge has a total weight of 1,465 tons and a steel section length of 349.9 meters, making the project one of the significant bridge realizations in our portfolio. The execution required a high level of technical precision, coordination, and experience in the erection of large-scale steel structures for transport infrastructure projects.

The footbridge structure is designed as a truss system with a top deck spanning 60.0 m, connected to two concrete spans of 16.0 m and 12.0 m. The entire structure acts statically as a continuous beam. The load-bearing steel structure consists of two truss girders arranged in a rhombic system, featuring a curved bottom chord made of circular hollow sections interconnected by crossbeams. The main girders are inclined and converge toward the midpoint of the span. The deck is designed as a reinforced concrete slab at the level of the top chord. The crossbeams connecting the top chords are embedded in the deck, which ensures the stability of the top chords. The structure is indirectly supported on bearings of the end cross girders.

The project was completed with a total value of CZK 12,549,846.

The bridge consists of two separate load-bearing structures, one for each traffic direction. The superstructure was designed as a continuous composite steel-concrete structure with three spans. It is formed by a pair of welded steel plate girders, cross beams, and lattice field cross beams ensuring high load-bearing capacity, stability, and structural reliability. At both the end and intermediate supports, the structure is seated on pairs of bearings located beneath the main girders, ensuring optimal load transfer and long-term durability of the bridge. The project confirmed our expertise in the fabrication and erection of technically demanding steel bridge structures and further expanded our portfolio of major infrastructure projects in Slovakia.

The bridge superstructure consists of two two-span steel truss main girders of constant height, made of steel tubes without vertical members. The lower bridge deck is formed by a composite reinforced concrete slab cooperating with the cross beams of the main load-bearing structure. The structure is supported on elastomeric bearings and designed with emphasis on efficient load transfer, stability, and long-term durability. The central steel support acts statically as a pendulum column. The total structural depth in the span is 2.05 m, while the total bridge width is 5.72 m. The spacing between the cross beams is 3.0 m. Individual members of the truss structure are made of steel tubes. The total length of the load-bearing structure is 54.60 m, while the total bridge length reaches 64.80 m.
The project represents a combination of technical efficiency, functionality, and support for sustainable mobility in the cross-border region.

Total contract value: € 197,658

The footbridge was designed as an elegant pedestrian and cycling connection between the two banks of the Elbe River, situated between the Labský Bridge and Tyrš Bridge. The transparent steel-concrete structure enhances the visual openness of the space and naturally integrates into the surrounding urban environment. The load-bearing structure of the footbridge is designed as a slender prestressed segmental deck supported by an external cable system. The walking surface is formed by a concrete structure, while the segments above the individual supports are made of steel. These segments also serve as anchoring points for the external support cables with a diameter of 130 mm. The forces from the external cables are transferred into the concrete segments through steel frames. The structure is supported on spherical bearings at the abutments. The steel segment above pier P2 is rigidly connected to the substructure, while the forces from the load-bearing structure are transferred through a shear key and stainless steel rods. The footbridge structure spans a total distance of more than 100 metres and asymmetrically divides the bridge into two spans. The main span of 69 m crosses the river itself, while the secondary span of 33 m extends above the riverside area.

Technical parameters:
Bridge span length: 101.300 m / Total bridge length: 123.060 m / Span arrangement: 69.00 + 33.00 m / Footbridge width: 4.5 m

The scope of works included the fabrication of the steel bridge structure, including assembly blocks and additional structural steel components. The entire solution was designed with emphasis on high load-bearing capacity, structural stability, and efficient installation while meeting all required technical parameters. The steel load-bearing structure consists of nine plate girders connected by end crossbeams. The main structural system of each bridge is formed by continuous I-shaped plate girders. In the cross-section, the structure comprises a total of nine girders grouped into assembly blocks of three girders each. The girder webs are reinforced with vertical stiffeners ensuring the required rigidity of the structure. The load-bearing structure is supported on reinforced concrete abutments whose width corresponds to the variable width of the bridge. The substructure consists of end abutments on which the structure is supported by sets of three bearings. The bridge foundation was designed as a deep foundation using large-diameter piles.
The realization of the project required precise fabrication of individual steel components, coordinated assembly procedures, and a high level of technical accuracy throughout the entire construction process.

Technical parameters:
Weight of steel structure: 198 tons / Length of steel structure: 48.24 m / Total value of completed works: € 868,920

The structure is a permanent single-track bottom-deck bridge. The load-bearing system comprises truss-stiffened girders acting compositely with the deck. The steel structure weighs 152 tonnes in total and the bridge has an overall length of 59.55 m.

The main structure consists of a steel footbridge supported by concrete abutments on both banks, complemented by gabion walls, a staircase, and access pathways made of paving blocks and concrete. The deck is designed as a timber surface made of acacia wood.

Our company is responsible for the fabrication, installation, and placement of the steel structure with an approximate weight of 14 tonnes. The construction of the footbridge will provide a safe and aesthetically pleasing connection between urban recreational routes and the natural park, as well as the cycling route “Cycling in the Footsteps of History

The structure is designed as a six-girder system made of welded plate girders (I-sections) of constant depth. The steel girders are compositely connected with a reinforced concrete deck slab with a thickness of 250 mm. The centre-to-centre spacing of the girders is 2.05 m, and the deck width is 11.650 m.

The top surface of the slab follows the transverse slope of the roadway – a single-sided 3.0% crossfall with a drainage channel at the right edge. The longitudinal gradient of the load-bearing structure follows the vertical alignment of the bridge. The axis of the load-bearing structure is parallel to the axis of the roadway.

Its reconstruction began in 2025, with the aim of achieving a complete renovation while preserving the historic arch. Our company is also involved in this project through the fabrication and installation of steel structures.

The main load-bearing structure of the bridge deck consists of 24 composite steel–concrete crossbeams with welded I-shaped sections, divided into three phases (central, left, and right parts of the crossbeams). The steel load-bearing structure also includes longitudinal steel connecting elements of the transverse beams with welded I-shaped sections, arranged in two rows above the fixed point of the left arch of the bridge.

Technically, it is an impressive structure with a total length of approximately 193 meters, carrying the railway line over a valley, road III/018149, and the Rakovec stream. The structure was designed to meet the high demands of modern railway transport, including improved safety, structural stability, and operational reliability.
The project represents another significant milestone in our portfolio and contributes to the modernization of Slovakia’s strategic railway infrastructure. Its execution confirms our long-standing experience in delivering complex steel bridge structures.
The bridge is a six-span structure with an upper deck and continuous ballast track. Each track is supported by a separate load-bearing structure. The main girders are mutually separated by a covered expansion joint and are composite steel–concrete structures. The bridge structure is supported on piers and abutments via pot bearings. The abutments and piers are reinforced concrete monolithic structures founded on deep foundations using large-diameter bored piles.

Contract value: €3,571,246

The existing load-bearing structure of the bridge consists of a steel plate girder structure with an open deck system dating from 1949, when the bridge was rebuilt. The substructure is formed by massive gravity concrete abutments with parallel wing walls. The bridge carries ŽSR utility networks (MK ŽSR, DOK+24p ŽSR).

As part of the comprehensive reconstruction of the railway substructure in the adjacent track section, and due to excessive corrosion of the steel elements, it is proposed to remove the entire load-bearing structure and replace it with a new steel plate girder structure with a bottom deck and continuous ballast bed. The new bridge structure will also meet the MPP 2.5 requirement.

The load-bearing structure will be supported on the substructure, following the removal of the necessary upper parts of the abutments, by means of four pot bearings. These will be placed on new bearing beams, which will be supported by micropiles founded in competent subsoil, ensuring that the beams are not seated on the original abutments. The new parallel angle wing walls of the bearing beams will be anchored to the existing bridge wing walls.

The selection of a girder structural system for a 24 m span is standard. A bottom-deck bridge system was chosen in order to minimize the structural depth of the load-bearing structure while maintaining, to the greatest extent possible, the clearance under the bridge for the Q100 flood level. The bridge span is 24 m, the total structural height is 2.46 m, and the construction depth ranges from 1.327 m to 1.343 m.

The project was carried out in strict accordance with the design documentation, ensuring structural stability and durability, as well as smooth coordination with other construction and technical works to support seamless operation of the dealership and service center.

Our pot bearings have been used in numerous major projects, including: D11 Prague – Hradec Králové, D1 Modernization (Czech Republic), D3 Bošílec – Ševětín, D3 Hodějovice – Třebonín, D1 Říkovice – Přerov, D3 Čadca – Bukov – Svrčinovec, R2 Kriváň – Mýtna, and D1 Hričovské Podhradie – Lietavská Lúčka.

Our spherical bearings have been used in a number of major projects, including: D1 Říkovice – Přerov SO209, I/36 Pardubice – Fáblovka, Prague – Troja Bridge, Negrelli Viaduct (Prague), I/48 Frýdek – Místek, III/379 Blansko, III/478 Bridge in Polanka nad Odrou, II/214 Southeast Bypass Cheb SO203, R2 Kriváň – Mýtna, and Lovosice – Česká Lípa.

Our elastomeric bearings have been used in a number of major projects, including: I/65 Jablonec nad Nisou, I/48 Frýdek – Místek, Bečva – Vlára – Váh Cycle Route, Karlovy Vary Drahovický Bridge, Brno Evropská, I/59 Ostrava Radvanice, D1 Modernization (Czech Republic), I/11 Opava Northern Bypass, I/19 Sázava, ŽSR Modernization, R2 Pstruša – Kriváň, and D3 Tábor – Veselí nad Lužnicí.

Our expansion joints have been used in numerous major projects, including: D1 Estakáda Považská Bystrica, R4 Košice – Milhosť, A4 Szarów – Brzesko, D1 Hričovské Podhradie – Lietavská Lúčka, D3 Čadca – Bukov – Svrčinovec, R2 Kriváň – Mýtna, D1 Prešov West – Prešov South, D1 Fričovce – Svinia, D1 Jablonov – Studenec, and D3 Svrčinovec – Skalité.

Our scope of work included the execution of the stadium grandstand roofing structure. The roofing system is characteristically divided according to the cardinal directions into the north, east, west, and south stands. From a structural perspective, the steel structures of the south and east stands are identical. The structure of the north stand was positioned at a lower level in order to avoid shading nearby residential buildings. The west stand structure is supported by the reinforced concrete roof structure.
The primary structural concept for all stands is based on a cantilever system. The cantilever spans vary depending on the individual stand type. The cantilevers were designed as truss systems anchored into reinforced concrete structures.

The total value of the completed works reached € 4,104,342.

This project received the award for an exceptional and progressive design solution as “Building of the Year 2019”.

]]> https://www.stavokov.sk/en/references/national-football-stadium-bratislava/feed/ 0 https://www.stavokov.sk/en/references/national-tennis-centre/ https://www.stavokov.sk/en/references/national-tennis-centre/#respond Mon, 13 Apr 2026 09:41:21 +0000 https://www.stavokov.sk/?post_type=referencia&p=5568 Our company was responsible for the fabrication and installation of the steel structure and roof cladding of the retractable roof over the central court of the tennis hall at the National Tennis Centre in Bratislava.

The steel structure consists of arched truss girders with a span of 37.0 m, arranged in a modular grid at 3.050 m spacing. The total structural length is 95.3 m, including a 3.0 m expansion joint field. The gable walls are designed as 200 mm thick cast-in-place reinforced concrete structures. The theoretical depth of the truss girder is 800 mm, with a top chord radius of 28.0 m and an arch rise of 7.1 m.
The trusses are pin-supported on reinforced concrete walls, with every sixth arch additionally stabilized by a tension tie. The top and bottom chords as well as the diagonals are designed from tubular profiles. Longitudinal stability is ensured by trussed bracing elements anchored into the end reinforced concrete gable walls, while perimeter roof bracing is also designed using tubular members.
The roof steel structure was divided into two parts: a fixed roof structure supported by reinforced concrete columns with installed steel heads (each weighing 12 t), and the main load-bearing truss system resting on these steel heads via sliding bearings. In the central part of the fixed roof, an opening of 18 × 41 m is provided, above which a retractable roof is installed.

The project was awarded the main prize and the title “Building of the Year 2004”.

The building forms an extension of a multifunctional sports hall with overall dimensions of 42.0 × 58.65 m, while the hotel section is extended to a width of 43.41 m. Functionally, the building is divided into a basement section with storage facilities and a wellness area with swimming pools, a tennis hall, and a hotel section.
The completed steel structure consists of columns, trusses, girders, and horizontal bracing systems, including supporting structures for walkways and the spectator stand. From a structural perspective, the building represents a combined skeletal system composed of reinforced concrete columns and steel roof structures. The vertical load-bearing elements are reinforced concrete columns arranged in a modular grid, positioned at 5.5 m intervals on the shorter side and 6 m intervals on the longer side of the building perimeter.
Steel truss girders with a pitched-roof configuration are installed longitudinally on the columns, into which steel lattice beams are anchored. This solution created a lightweight yet flexible spatial truss structure. The perimeter walls are made of prefabricated insulated concrete panels, above which a lightweight sandwich façade system was installed, consisting of trapezoidal sheet metal, thermal insulation, and steel cassette panels.
The entire structure was designed and executed efficiently, safely, and in compliance with current applicable technical standards.

The “ESTADIO DE BATA” project is one of our important international realizations and at the same time proof of our ability to provide steel structure fabrication also for large-scale and architecturally interesting sports facilities.

The building was constructed as a single expansion joint unit, divided into several independent sections, which allowed for phased construction. After the cladding was completed, the structure was monolithically integrated into a fully functional unit.

Our team manufactured precise and technically demanding steel structures forming the load-bearing system of the skylights—an important architectural and functional element of the building. Our solutions contributed to creating a modern, bright, and energy-efficient interior space.

The new roof structure consists of a steel load-bearing framework with roof and wall infill made of glass panels. The original reinforced concrete covering of the underpass entrance will be replaced with a new steel structure.

The spatial structure is designed with a strong architectural intent. Installation will be carried out using a mobile crane from a reinforced surface. Columns and other steel elements are anchored into the existing reinforced concrete wall and the elevator shaft.

The entire load-bearing structure is designed using steel tubular sections. The vertical load-bearing elements consist of four steel columns finished with spherical joints. In addition to the main columns, the structure is supported by intermediate posts and bracing elements.

The reconstruction of the roof structure will not alter the original ground plan of the building. The proposed renovation of the underpass entrance aims to improve both the technical condition and architectural appearance by introducing a modern roofing structure that connects the underpass with the exterior.

The steel structure incorporates specialized details such as tension rods and glass panels fixed using spider fittings.

The project consists of a single-storey extension to the existing hall, structurally and fire-separated from the original building. The proposed extension forms an independent fire compartment. The extension is intended for the basic storage of fruit – apples. The load-bearing structure of the hall consists of a steel frame. The external cladding is made of 100 mm thick insulated PUR sandwich panels. The roof cladding consists of 120 mm thick insulated PUR sandwich roof panels. The roof structure is formed by timber purlins 140/320 mm and glued laminated timber trusses 220/1800 mm. At the elevation of +3.000 m, a walkable platform and viewing deck are constructed within the extension for organised visitor groups. From the viewing deck above the production area, visitors can observe the automated apple sorting process. In this way, the investor aims to engage with the public and make the production process more attractive.

It consists of 12 box-section columns arranged around the perimeter of the building in an irregular triangular layout, interconnected by a system of three horizontal rings.

The project received an award for exceptional construction quality.
Read more here: The first Slovak skyscraper wins an award for exceptional construction quality | JTRE https://www.jtre.sk/novinky/eurovea_tower_ziskal_cenu_za_mimoriadnu_kvalitu_realizacie_stavby

]]> https://www.stavokov.sk/en/references/steel-structure-of-the-eurovea-tower-crown/feed/ 0 https://www.stavokov.sk/en/references/heliport-in-vienna/ https://www.stavokov.sk/en/references/heliport-in-vienna/#respond Mon, 20 Apr 2026 07:46:56 +0000 https://www.stavokov.sk/?post_type=referencia&p=5622 Fabrication of a 130-ton steel structure for a rooftop heliport, including hot-dip galvanizing and high-performance protective coatings.

The project included earthworks, excavation, and micropiling, followed by a monolithic reinforced concrete base slab with walls. The lower part of the shaft consists of six micropiles, a bedding layer of concrete, and a reinforced concrete base slab.

The upper part of the shaft was constructed as a steel structure, clad with sandwich panels. The openings from the shaft to each floor were executed by welding trapezoidal sheets to the steel frame attached to the existing building, upon which the floor layers were built. The level of these floor openings was adjusted to match each floor.

The top of the shaft is finished with a roof consisting of trapezoidal sheets welded to the steel frame, with thermal insulation.