The Formwork to the Millau Viaduct - the forming of the bridge piers ...
Transcript of The Formwork to the Millau Viaduct - the forming of the bridge piers ...
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The Formwork to The Millau Viaduct
ice Ireland
Engineers Ireland
Nov 2007
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Tonight’s Menu
� Introduction
� Background
� The Deck
� The Pier Bases
� The Piers
� The system used for climbing
� Shape and the challenges in forming it
� The philosophy behind the formwork engineering
� On the Way Up
� The completed Piers
� The Toll Plaza Canopy
� Conclusion
� What did we get for the money
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The Framework of the Presentation
� Background to the bridge
� Why it was built
� Where it is
� Who provided initial design
� How it came to look the way it does
� When it started and was finished
� What it is made of
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Where
� A75 Motorway link from Clermont Ferrand to Berziers
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Satellite Photo of the Trace
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Why
� That stretch is missing link in motorway route from
Paris to Barcelona
� Before viaduct traffic drove down into the valley and
through the town of Millau
� August regularly saw delays of 5 hrs+ in Millau, which
gridlocked an entire town
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Millau
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Background to Design
� Originally designed by Michel Virlogeux whose concept was taken up by
Sir Norman Foster’s practise
� Pont de Normandie
� Wishbone Pylon and Cable Stay
� Briefly the longest cable stay span in the world
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Design
� The slender design of the Virlogeux/Foster Viaduct was chosen but had a contrasting pier design to the Pont De Normandie
� The wide based Wishbone of the Normandie Piers had become a very slender “Y” shape for Millau
� High Level Wind Loads in Valley created a weak point in the wishbone
� One of the Millau piers is 4 times higher than the Normandie piers
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The “Open Hands” Pier Design
� The Single main stem with transition to “Open Hands”
deck support gave best accommodation of wind loads
in the upper levels of the Tarn Valley.
� The Main Stem is hollow with internal cross slabs.
� The point of bifurcation is solid
� The twin piers are hollow
� Designed for 200km/h winds at deck level
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Why was this design chosen
� Slender lines had least impact on environment of the valley
� Visually Stunning
� Had potential to make a striking architectural statement
� Kept traffic right out of Millau
� In March 2001 Eiffage TP won the contract to construct with a 75 year concession to operate (which can be removed if proves too profitable!)
� Deck was curved to a 20km radius to avoid sensation of “dreaming” or “flying”, and to allow sight of all pylons
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Don’t trip out at the wheel
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Framework…..
� The Deck
� Vital Statistics
� What that means for the piers
� Why it is curved
� How it was moved
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The Deck
� Is a trapezoidal Box Girder design
� If made from reinforced concrete it would be 7m deep and weigh c. 200,000 tonnes
� By making it in steel, the deck can reduce in depth to 4m, and in weight to 36,000 tonnes
� However, the reduction in dead weight on to the pier heads meantthat the deck would need stressing tendons down to the bifurcation point for stability.
� This adds 6,000 tonnes load per pier
� The dead weight of the single pier section is sufficient for stability
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More Vital Statistics
� Carries 10,000 tonnes of tarmac on main carriageways and another
4,000 tones on hard shoulders
� Each pylon anchoring the cable stays is steel and weighs 700
tonnes
� Each Main Cable can take tensile load equivalent to 25 Jumbo Jets
at full thrust
� Steel of the cable stays adds 1500 tonnes to the overall weight
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Deck Movement
� Hydraulic “Lift and move” Rams - Enerpac
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The Movement of the Deck
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The Enerpac Rams
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Let’s now start at the Bottom
� In order to get from abutment to abutment, 14km of
road were constructed including a temporary bridge
over the Tarn.
� The Pier Bases
� Concentrate on Pier No.2 (P2) as this is the tallest
� Soil is principally Limestone and riddled with caves and
fissures containing bacteria used in the making of the
region’s main export……..
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Roquefort Cheese
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The Foundations
� Each pier is founded on a plate or base, and four posts
or piles
� The piles are each 5m diameter and extend down to a
max depth of 14m
� On top is the base itself, which for P2 is 6m deep
� The Initial Launch pour for the pier is conventionally
shuttered
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The Base Plate
� As a solid concrete entity, base was too
big to tie shutters conventionally so each
base shutter was supported with PERI SB
Brace Frames anchored into purposely
laid rc base
� The piers together required 10,000
tonnes of reinforcement steel
� The bases required 13, 450 tonnes of
rebar
� The piles required 1,200 tonnes of rebar
� The piles alone used 6,000m3 of concrete
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Pouring the Launch Pour
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The Piers
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The Piers
� Slender pier designed as “running, tapered octagon”
� Seven no. piers in total, similar shape from deck down,
but differing heights
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Pier Heights
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The Pier Elevations
� Each Pier continually tapers in both planes from base to top
� In general, each pier is identical from the road deck down
� For a distance of 90m from the deck, a twin pier is used
� 90m below deck is a transition point where twin pier becomes a single pier
� Pier no.2 is benchmark at 245m high
� All others are “cut from below”
� MUST FIND A WAY TO CLIMB FORMWORK 90m
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How To Construct the Pier
� It was decided to pour the pier in 4m lifts using a climbing form system
� Ideally it would go something like this
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So how do we climb? - We asked an Expert
� An automatic rail climbing system (ACS)
� Formwork Shutter and Work platforms are integral
� Hydraulic Rams push shutter and carriage up the rail
� Rail runs through shoes fixed to concrete
� Rams lift rail up when carriage is fixed in position
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Basic System Used Worldwide
Weichsel Bridge Warsaw
Petronas TowersAndromeda Tower
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Mega Bridge Bangkok
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Sharq Building Kuwait
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And Many More…………
North Danube Bridge, Hungary Turning Torso, Malmo
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And at Millau
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Section Through a Complete External Climbing Unit
Struts punch against
wall
Lattice with
suspended formwork
elements
Self climbing system
ACS with hydraulic ram
(caterpillar)
Rail
Climbing Shoe
Pouring Platform
Finishing Platform
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One Complete Lift of the Shutter and Carriage
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How the Rail is Lifted
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Section Through a Complete External Climbing Unit
Struts punch against
wall
Lattice with
suspended formwork
elements
Self climbing system
ACS with hydraulic ram
(caterpillar)
Rail
Climbing Shoe
Pouring Platform
Finishing Platform
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The Anchors
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Advantages of the ACS System
� Self Climbing – Can climb without crane
� Carries the shutters on retracting carriage so all shutter
work can be done “on board”
� Carries follow up platform for “finishing off” tasks
� Can operate in 180km/h winds
� Acts as windshield for rebar fixing and internal work
� Allows all shutter modifications
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ACS
� ACS is a self contained system that allows pure
repetition of procedure with each climb, simplifying
high rise concrete construction, and offering
tremendous speed of turn round.
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Advantages of 4m lift heights
� Straightforward shutter maintenance on deck
� Easier control of concrete pours
� Highly accurate plumbing of shutters
� Greater adherence to performance tolerances
� Optimum positioning of ties
� One level in pour means less hole plugging
� Allows 3 day pour cycle.
� Allows maximum repetition of procedure – actually very logical
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Strict Formwork tolerances
� All edges are sharp and straight
� No horizontal board lines within the 4m
pour
� Minimum no. of Ties and regular tie
pattern and level
� Regular and unobtrusive anchor pattern
� 0.5mm tolerance on vertical panel joints
� Max allowed 5mm deflection over 2m
length of shutter face plate
� Trapezoidal inverse beading delineates
pours
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The concrete and the shutter
� 60N/mm strength
� Generated face pressure on shutter of 100kN/m2
� Reduce ties by tying over top of pour
� Consequently use steel faced and backed shutter
Waler for Tie positions
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Pier Profile
� RunningTaper design means pier footprint changes dramatically
� P2 starts at 27m x 18m and tapers to 14.4m x 16.13m in single section
� Twin section tapers from 14.4m x 16.13m to 11m x 15.5m
� Need formwork system that can accommodate that change in layout
� With a pier involving over 60 pours, each one is different!!!!!,
� Each subsequent pour is 4m further off the ground
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The Changing Face of the Formwork
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In Conclusion, the challenge is………
� To take a system based on repetition and use it on a
job with NO REPETITION in the climb whatsoever.
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The Shutter - How do we cope with changing Geometry ?
� Adaptaptability –
� Identify areas that remain Constant
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Viaduc de Millau
� Description of the formwork solution
� External Formwork
Basic element
Basic element
Box out
Compensation
elements
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External Shutter Adaptation
Adaptation to the
geometry
Telescopic Waler
Sliding Corner
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Telescopic Waler
Telescopic steel waler in
compensation area
Rear of Steel Shutter
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Shutter rises and closes (exaggerated)
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Corner Closes (exaggerated)
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Sliding Corner
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The Corner Pieces
Articulated corner connectionCorner connection in
compensation area
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The Platforms need to Adapt Also
Telescopic area
Removables
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Internal Platforms
Telescopic area
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Internal Climbing System
� Every 8 lifts a concrete cross slab is cast internally
� Prevents continued use of rail climbing system
� Use conventional crane handled “jump” form system
� PERI SKS
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The Internal Climbing System
� The issues of adaption remain, but here the crane is used
to lift units up and occasionally out.
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Major Internal Adaptions
� Can crane entire units out for modification
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The Twin Pier Section
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Twin Pier Platforms
� Externals
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Twin Pier Sections
� Internal
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Don‘t Forget Your Packed Lunch !!!
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The Finishes
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The Concrete Finish on the less exposed faces
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What was Used
� 3 complete sets of formwork and climbing kit for single pier structures (External)
� 3 sets for above (Internal)
� 3 complete sets for twin pier structures (External)
� 3 Sets for above (Internal)
� 1 complete set for the transition area from single to twin pier (Internal and External)
� Kit moved from pier to pier as programme needed
� 6.5km2 of formwork face
� 196 ACS Frames
� 96 SKS Frames (Internal)
� 12 special frames
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Design Demands
� For those of you who like paperwork………
� 800 Formwork Drawings
� 100 Assembly Plans
� 200 Method Statements
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9th December 2003
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The world’s tallest piers are all completed
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Not to be outdone……
� PERI’s celebrations were a little more modest………
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The Finish on the Exposed Faces
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The Peerless Piers
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Millau My - What a Bridge !.....
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A perspective on the height……..
� The Royal Gorge Bridge, Colorado
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The Millau Toll Plaza
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The “Segment Factory”
� Segments or Elements cast inside factory shutter
� Since segments were to be joined in final construction the neighbouring segment was cast above.
� Used Ceracem instead of Reinforced concrete
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The Queen Bee and her Offspring
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Pre-Cast Elements
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The Finished Article
� A 98m x 28m Concrete Canopy
� Bolted and tensioned Segments
� Locates on 4 pairs of “trees”
� 4km from viaduct
� Stunning Gateway to an inspiring structure
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The Millau Viaduct
� 2.46km Long on a 20km radius
� The longest multiple cable stay bridge in the world
� The Tallest bridge piers in the world (244.96m)
� One third taller than the previous tallest
� Tip of the Pylon is 343m high
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Timeline
� 16th October 2001
� Construction Starts
� November 2002
� P2 reaches 100m height
� 26th February 2003
� Deck launch begins
� 28th May 2003
� P2 clears 180m to surpass Kochertal Viaduct and become world’s tallest pier
� November 2003
� Completion of the piers
� 26th March 2004
� Southern deck reaches P3
� 4th April 2004
� North Deck reaches P2
� 28th May
� The Decks meet
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16th December 2004
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Its Open at Night, Too
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So what do you get for your 400m Euros
� 700,000 visitors in first 9 months
� In summer now gets up to 50,000 vehicles per day
� Of Course, you could always have …………….
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A Regional Icon A Global Structure