This projectc involves the construction of a new Han River bridge and Olympic-daero expansion to improve metropolitan transportation connectivity in response to the development of the Namyangju Wangsuk District and Yangjeong Station Area, which are part of the 3rd Generation New Town initiative. The project will serve as a key access route from the southern part of the Han River while alleviating traffic congestion on Ganbyeonbuk-ro and Olympic-daero. Considering a bridge crossing the Han River, the project was commissioned as a Design-Build(Turnkey) contract. The new Han River bridge comprises of the main bridge and two approach bridges, and ramp bridges connecting to Gangbyeonbuk-ro and Olympic-daero. The New Han River Bridge is 794m long in total and the main bridge is a PSC box girder bridge with the center span of 180m long. Two approach bridges with the span of 63.5m consist of I-PSC beam bridges. BANDI is in charge of the design of the main bridge in this project.

In the vicinity of the project site, various types of bridges such as cable-stayed bridge, arch, and box girder bridges are already in operation. To distinguish from other bridges and to harmonize with the surrounding natural landscape, an open-type V-shaped pier PSC box girder bridge was designed for both aesthetic and structural integration. The main span measures 180 meters, making it the longest of its kind in South Korea. A longitudinal V-shaped pier with high structural rigidity is placed at the center of the bridge to minimize girder depth and reduce the number of piers within the river. This minimizes the water level rise during floods, enhancing hydraulic performance.

The box girder and intermediate piers are monolithically connected with each other

Instead of using bridge bearings, a monolithic (rigid) connection was adopted between the superstructure girder and the intermediate piers to enhance the overall structural rigidity. This approach not only reduces live load deflection during operation but also helps distribute bending moments in the piers during seismic events, allowing for the optimization of both superstructure and substructure dimensions.

The superstructure girder has a total width of 24.9 meters, accommodating four traffic lanes and pedestrian walkways. A two-cell box girder was adopted to effectively control web shear cracking in service, ensuring structural durability and performance.

Considering the shallow water depth and the early appearance of bedrock at the site, circular spread footings were adopted for the pier foundations. The superstructure will be constructed by using a balanced cantilever erection method, which minimizes river pollution during construction and ensures that water flow remains unobstructed during flood events.