Rio Antirio Bridge And Millau Viaduct Engineering Essay

Rio Antirio tie And Millau Viaduct engineering science EssayRio-Antirio duet, the worlds agelong suspension link up, connecting Western Peloponnese with mainland Greece, 1998-2004 Millau viaduct. Millau, france, 1993-2004ComparisonThe ii spans be both phenomenal suspensions couple overs in their mends.With taking into account the location of these twain bridge over, both bridges, twain atomic number 18 considered to be an architectural and engineering marvels. c over plays an important role in the braid of suspension bridges. There entrust be massive foundations, usu eithery embedded in the ground. There are a neerthelessments, providing the vital saturation and ability to resist the enormous forces.They both pee-pee exceptionally large dimensions and resistance to huge forces such as crown in Viaduct case and wave, turn, earthquake and many other ind gooding forces, in Rio-Antirion case. Both bridges were constructed in a especial(a) time restraint and bo th where successfully delivered on time.The construction was a good hazard for both countries to create jobs as considerably as profiting financially and economically from the bodily structures. These both similar structures where created in two different locations, Rio-Antirio bridge in Greece was created over the gulf of Corinth, whilst the Millau viaduct bridgework in France was created over the valley of the river tarn.Both bridges are in truth long thus the engineers persistent to aim suspension bridges. They both started construction at about same time.Rio-Antirion in Greece was constructed by a cut partner transfer, where as Millau-Viaduct in south of France and constructed by a British ships company.Here are the differences and similarities of the two bridges in case of construction, economical, and many other aspects.Rio-Antirion BridgeAfter 5 old age of construction the Rio-Anitirio bridge was opened to relations on 7th of frightful 2004The Rio-Antirio bridge was constructed in Greece by a French company, Vinci. Greece needed the construction to be finished before the 2004 Olympics, which was not enough time for closely of the construction companies. Also to make the matter worse the bridge had to be constructed on a river, meaning it had to have a high strength to resist the toilsome tides and earthquakes, as the location of this bridge is extremely flat to earthquakes and tide waves.CUsersRaminDesktopPhocisS1.gifThe Greek government set the French company a fixed price and time to do the job as there was no time for a mistake, Considering these entire situation the French company still resolute to go ahead and take the project. If the bridge was not ready by the dead report the French company had to cover a fine as well as the expenses for the construction from that point onwards.The bridge meant much easier and faster transportation for Greek people as it connects the two major cities of Antirio and Rio together (Antirio and Rio , hence the name). In addition, it would be a priceless income for the Greek government economics. As it was close to 2004 Olympics which supposed to take turn up in Greek. Also beca practise of the transport problem in that location a stagger of people will be using the bridge, which meant they have to pay (cars 11.70, motorcycles 1.80, coaches 26.20-56.50 and trucks 17.30- 38.00). As the bridge connects Rio to Antirio which is in mainland Greece, thus connecting with the rest of Europe. The entirely center of transport between these two lands was by using ferry or via the isthmus of Corinth at its extreme east end, therefore this bridge was real important for the Greek transportation. The bridge reduces travel time crosscutwise the rightful(a) from 45 minutes via ferry to less than 5 minutes.Bridge constructionThe Rio Antirio Bridges pylons are make from reinforced concrete and pylon legs put from 25m to 45m above sea level.Seabed reinforcement was achieved by using incl usions, which are 2 m diameter hollow steel pipes 25 m to 30 m long. 200 pipes were driven in to the seabed by a crane on a tension leg platform, which was installed at every dock location this was topped with a 3 m thick, levelled gravel layer. A c integrity with a diameter of 38 m formed the lower part of the pier.5The bridge is counted as one of the tallest and longish bridges as it consist of five cable stayed spans and four columns, the long span is 560 meters. The bridge is 2880 meters long with a width of 27.2 meters across. The towers, particularly their foundations, are the real technical achievement of this project. The seabed on which the foundations rest was oddly prepared in order to eliminate the effects of earthquakes.The bridge consists of 6 lanes, 2 lane on separately side, 2 emergency on each side as well as a matter-of-fact and bicycle lane .The total cost of the bridge was about 630,000,000, funded by Greek state funds, backed by loans from the European Inv estment Bank.During the construction, the French company decided to create a suspension bridge, as the space was to great for any other type of bridge. They had problems before and during construction, such as the site had difficulties including deep water, insecure materials for foundations, seismic activity, the probability of tsunamis, and the expansion of the disconnection of Corinth due to plate tectonics so this bridge is counted as one of engineers masterpiece. One of the major problems during the construction was, whiles installing a column the tides where similarly strong and placed the pile in the wrong position. As the company had no time to remove the column and replace it again as it was alike heavy, it would cost them much more that they had planned so the engineers decided to move the whole process by the distance misplaced.CUsersRaminDesktopRioAntirioBridge1.jpgThe piers of the Rio-Antirio Bridge can slide on their gravel beds to accommodate tectonic movement.Eng ineering featsAs the results of these problems, the engineers had to come up with a solution that is both strong and also flexible during earthquakes. The water depth reaches 65 m, the seabed is for the most part of loose sediment, the seismic activity and possibility of tectonic movement is significant, and the disconnect of Corinth is expanding at a rate of about 30 mm a year. For these reasons, special construction techniques were applied. The piers are not buried into the seabed, but sooner rest on a bed of gravel, which was meticulously levelled to an regular grow (a difficult attempt at this depth). During an earthquake, the piers should be allowed to move laterally on the seabed with the gravel bed absorbing the energy. The bridge move are connected to the pylons using jacks and dampers to absorb movement too primed(p) a connection would cause the bridge structure to fail in the event of an earthquake. It was also important that the bridge not have too much lateral leew ay either so as not to damage the piers. There is provision for the gradual expansion of the strait over the bridges lifetime.1*.As result of the bridges enormous size and the put on the line this carries a yearly maintenance is need to be carried out to cover the prophylactic of the users.On January 28th 2005, only half dozen months after the open up of the bridge, as the result of a failure in one of the cables the bridge had to be closed to the public. As there where 4 more cables living this section of the bridge minimum damage was caused to the bridges core structure.For wellness and safety there are more than 100 sensors installed on the bridges, which provides 24/7 surveillance of the structure.(JPG)*-refer to reference 1.Millau- Viaduct bridgeThis bridge was constructed from 1993 to 2004 in southerly France. Linking France and Spain by constructing a motor way over the River Tarn. The bridge has been constructed on a 2 km valley divided in two by River Tarn.An English c ompany foster constructed this bridge.The milau viaduct bridge not only has a dramatic sihoutte, but crucially, it also makes the minimum intervention in the landscape. Lit at night, it traces a slender ribbon of light across the valley. Foster partners 2004.Viaduc de Millau is the chosen solution for taking the A75 motorway from Clermont-Ferraud south to Beziers. This is cheaper than the option of tunnelling through the hills flanking the river, and will shorten the journey by 100 km and by up to 4 hours in the holiday season, as well as removing much traffic pollution caused by continual traffic jams for local inhabitants in Millau.The government makes money by charging the vehicles using the bridge. The Milau Viaduct Bridge is also world used for extreme sports such as carnal jumping and repelling. Also is very economical as it saves a lot of time and avoids traffics.The construction process involved approximately five hundred workers working simultaneously on the project, wh ich promoter it was a good prospect for France to create many jobs.CUsersRaminDesktopviaduc_situation_c_2.jpgThis project was proposed by the owners Compagnie Eiffage du Millau Viaduct (CEVM) and the client SETEC to cross the Tarn gorges by a viaduct/ lane bridge. All designs had to satisfy the design brief, but Fosters knew that this bridge posed several novel problems. Tests revealed problems for drivers on such a high, long and thin structure with just two lanes either sides.The bridge is 343 m high and is a multi cable-stayed structure with slender piers and a very light ornament, touching the valley at only heptad points.It was decided to design a multi cable-stayed bridge (2460 m long) because Lord Foster precious the bridge to look as transparent and lightweight as achievable to reduce cost, but also to attempt to minimise the effect of the structure in its surroundings as well as reducing malarky loadings.The solution was to incline the bridge by 3% to improve road v isibility, and to make the whole structure curved to lessen the sensation of floating, even though this would increase the length of the bridge to 2.5 km and add to the cost. To disallow drivers from the distraction of the beautiful scenery, the hard shoulder on both sides was change magnitude in width to three metres. Emergency phones were designed for every viosterol metres on the full length on each side.Millau1Viaduc de MillauThe construction consists ofThe deck- steels of grade S355 and S460The piers- reinforcement concreteThe cables-steels of grade S355 and S460The abutments- reinforcement concreteThe pylons- steels of grade S355 and S460(the concrete was used more for its high durability as this bridge is estimated to utmost 120 years, rather than its high mechanical resistance.)ConstructionThe structure is continues along its eight cable spans. The two spans at each sides are 204m and the six spans in middle are 342m each.The bridge has 2 lanes and an emergency line at each side.The construction method was beneficial.The factory pre-production of certain parts of the deck reduced the volume of material that had to be worked on on-site, someaffair which never would have been possible with an all-concrete structure. Less equipment, less construction material, fewer trucks going away back and forth clogging up traffic in all it added up to less disturbance to the life of the local population.The Millau Viaduct was described by Lord Foster as his sculpture in the landscape.The whole thing looks impossibly delicate, Foster said in a telephone interview.This bridge is one of the most popular tourist attractions in the France because of the exceptional dimensions and the natural grandeur of the Aveyronnais landscape.CUsersRaminDesktopviaduc_c.jpgThe deck consists of a trapezoidal profiled metal stripe girder and to ensure resistance to fatigue a thickness of 14 mm has been used for the whole length of the structure. The deck was designed prefabricated w hich speeds the process and also is environmentally friendly as it uses much less landscape during construction. The decks are supported by multi-span cables which are constructed from steel too.There are 11 pairs of cables, which support each span. The cable anchors are adjustable at the deck end and fixed on the pylons.CUsersRaminDesktopmillaudiag1.jpgTo install the deck successfully, seven temporary piers were needed. These temporary piers consist of a metal framework in the form of K. The top of each temporary pier is fitted with metal pruner to receive the beginning supports, known as translators. The highest temporary pier was 173 m high.The entire cost of creating this bridge was 320 million Euros. The bridge consists of eighteen cameras dictated at various locations on the bridge to ensure the bridge safety 24 hours a day. The cameras are connected to computers to monitor the bridge for traffic, wind loads and any damages that may happen to the bridge.CUsersRaminDesktop4. jpgThe viaduct was ensured to have oddly designed safety barriers that can withstand impact from heavy lorries. simple windbreak screens 3 m. high to limit the effect of the wind on vehicles. Emergency lanes 3 metres wide. Emergency phones every 500 metres.ConclusionIn conclusion, the Rio-Antirion is longer than Millau-Viaduct however, Millau-Viaduct is considerably higher than Rio-Antirion.The Rio-Antirion is cost approximately double Millau-Viaduct. The environment on which Rio-Antirion was build on can justify this. As more time need to be spend reinforcing the seabed on which Rio-antirion was being build on.Millau-Viaduct is much more environmentally friendly than Rio-Antirion.Both bridges meant an easier and faster way to travel that saves a lot of time. As well as reducing the traffic load on other means of travelling the same distance.Both bridges have similar structure but constructed in different methods. Rio-Antirion was constructed separately on each pier and then reach es to each other. However, Millau-Viaduct was constructed from both ends and reach together in the middle. each of this methods where chosen as it best suite the environment on which the each bridge was being build on.The Millau-Viaduct was prefabricated in the factory to ensure limited landscaped is used on the site, thus environmentally friendly.Rio-Antirion was constructed much faster than Millau-Viaduct hence explains the costs. In addition, Rio-Antirion had alot more problems in terms of site location than Millau-Viaduct in case of engineering. Rio-Antirion was constructed completely in water, which increases the expenses as engineers needed to use a specially designed ship to transport the ready made piers to their specific location. The ship had to be hired from another country as the piers were very huge and heavy and Greece did not have any ship capable of handling the weight of the piers.