This document summarizes the design and construction of the Rion-Antirion Bridge in Greece. Some key points:
- The bridge spans 2,252 meters over the Gulf of Corinth and connects the Peloponnese to mainland Greece. It was completed in 2004.
- The environment presented challenges like deep water, weak soil, seismic activity, and strong winds. Foundations consisted of large caissons on reinforced soil with steel inclusions.
- The cable-stayed bridge has a continuous and fully suspended steel-concrete deck. It is equipped with seismic dissipation systems including hydraulic dampers to absorb energy from earthquakes.
- Innovative designs like the soil reinforcement and seismic protection
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This paper has been selected for oral presentation as well as inclusion in the conference proceedings of the ICCCGE 2016 : 18th International Conference on Civil,Construction and Geological Engineering held in Toronto, Canada during June,
13-14, 2016. This paper was also able to find a position in the international conference of Dams and Hydropower held at Laos in May 2016.
Practices in Planning, Design and Construction of Head Race Tunnel of a Hydro...Mohit Shukla
This paper has been selected for oral presentation as well as inclusion in the conference proceedings of the ICCCGE 2016 : 18th International Conference on Civil,Construction and Geological Engineering held in Toronto, Canada during June,
13-14, 2016. This paper was also able to find a position in the international conference of Dams and Hydropower held at Laos in May 2016.
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Size and shape of a tunnel, Alignment of a Tunnel, Portals and Shafts,
Methods of Tunneling in Hard Rock and Soft ground, Mucking, Lighting
and Ventilation in tunnel, Dust control, Drainage of tunnels, Safety in
tunnel construction.
This presentation was given as part of a site visit to the Kwun Tong line extension in Hong Kong on the morning of Saturday 25th October 2014. The visit was organised between the APM HK branch and the Nishimatsu Construction Company ltd.
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The alignment of KTE will be extended from the existing Yau Ma Tei Station to Whampoa via Ho Man Tin with 2 new stations to be built.
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However, at the beginning of June 1984, a 400-m length of the upstream shoulder of the embankment dam slipped some 11 m and failed. At the time of the failure, embankment construction was virtually complete with the dam approaching its maximum height of 35 m. Horizontal drainage blankets were incorporated in both the upstream and the downstream shale fill shoulders. Piezometers had been installed and pore pressures were being monitored in the foundation, in the clay core, and in the shoulder fill. The failure surface passed through the boot shaped rolled clay core and a relatively thin layer of surface clay in the foundation of the dam. Investigation of the events at Carsington has made important contributions to the fundamental understanding of the behaviour of large earthworks of this type (Vaughan et al., 1989; Dounias et al., 1996).
The objective of this research is to evaluate a detailed slope stability assessment of the Carsington Earth Embankment Dam in the UK used to retain mine tailings.
By using and applying advanced geotechnical engineering analysis tools and modelling techniques the Carsington Earth Embankment Dam, which is considered a particular geotechnical structure, is analysed.
In the current detailed slope stability analyses the total and effective stress state soil properties / parameters were used, and the most critical slip circle centre according to Fellenius - Jumikis method was initially determined. Subsequently, the Carsington Earth Embankment Dam and its foundation was analysed and examined against failure by slope instability. Considerations of loading conditions which may result to instability for all likely combinations of reservoir and tailwater levels, seepage conditions, both after and during construction were made, and hence three construction and / or loading condit
Necessity/advantage of a tunnel, Classification of Tunnels,
Size and shape of a tunnel, Alignment of a Tunnel, Portals and Shafts,
Methods of Tunneling in Hard Rock and Soft ground, Mucking, Lighting
and Ventilation in tunnel, Dust control, Drainage of tunnels, Safety in
tunnel construction.
This presentation was given as part of a site visit to the Kwun Tong line extension in Hong Kong on the morning of Saturday 25th October 2014. The visit was organised between the APM HK branch and the Nishimatsu Construction Company ltd.
This was an opportunity to see the progress of the Kwun Tong Line Extension (KTE).
The current railway network has not covered some of the more densely populated areas such as Ho Man Tin, Hung Hom and Whampoa. Additionally, the frequent traffic jams from the Cross Harbour Tunnel during peak hours cause great inconvenience to commuters.
The Mass Transit Railway (MTR) Corporation has long been planning to launch the Kwun Tong Line Extension project (KTE) to alleviate the serious traffic congestion. MTR was authorised to proceed with the project in 2010 and the construction of the new rail line commenced in 2011.
The alignment of KTE will be extended from the existing Yau Ma Tei Station to Whampoa via Ho Man Tin with 2 new stations to be built.
The contract of construction of the new Ho Man Tin Station and a tunnel from Yau Ma Tei to Whampoa was awarded to Nishimatsu Construction Company Limited. Meanwhile the Chun Wo – Hip Hing joint venture is in charge of the construction contract for Whampoa Station and overrun tunnel. The project is currently underway at a cost of around HK$5.3 billion (in December 2009 prices).
This site visit will take you to see the Ho Man Tin Station construction work, followed by the Yau Ma Tei to Whampoa Tunnel, HMT Station cavern and a general view of the tunnelling and station (which has been formed within the cavern area) works.
Detailed Slope Stability Analysis and Assessment of the Original Carsington E...Dr.Costas Sachpazis
A 1225 m long, 35 m high zone earth filled embankment was being constructed from 1981 to 1984 from a British Regional Water Authority to regulate flows in the River Derwent in England. The Carsington Dam was planned to be one of the largest earth filled dams in Britain. Its reservoir capacity was 35 million m3 and the watertight element was Rolled Clay Core with an upstream extension of boot shaped and shoulders of compacted mudstone with horizontal drainage layers of crushed limestone about 4 metres apart and a cut-off grout curtain (Davey and Eccles, 1983).
The downstream slope was 1:2.5 and the upstream slope 1:3. Fill placing began in May 1982 and took three summers, with winter shutdowns. In August 1983 a small berm was placed at the upstream toe to compensate for a faster rate of construction. Earth filling restarted in April 1984 and was one metre below the final crest level on 4 June 1984 when the upstream slope slipped (Skempton, 1985). Observations of pore pressure and settlement were made during construction at four sections and horizontal displacements were observed from August 1983. The Carsington Dam was almost completed on 1984.
However, at the beginning of June 1984, a 400-m length of the upstream shoulder of the embankment dam slipped some 11 m and failed. At the time of the failure, embankment construction was virtually complete with the dam approaching its maximum height of 35 m. Horizontal drainage blankets were incorporated in both the upstream and the downstream shale fill shoulders. Piezometers had been installed and pore pressures were being monitored in the foundation, in the clay core, and in the shoulder fill. The failure surface passed through the boot shaped rolled clay core and a relatively thin layer of surface clay in the foundation of the dam. Investigation of the events at Carsington has made important contributions to the fundamental understanding of the behaviour of large earthworks of this type (Vaughan et al., 1989; Dounias et al., 1996).
The objective of this research is to evaluate a detailed slope stability assessment of the Carsington Earth Embankment Dam in the UK used to retain mine tailings.
By using and applying advanced geotechnical engineering analysis tools and modelling techniques the Carsington Earth Embankment Dam, which is considered a particular geotechnical structure, is analysed.
In the current detailed slope stability analyses the total and effective stress state soil properties / parameters were used, and the most critical slip circle centre according to Fellenius - Jumikis method was initially determined. Subsequently, the Carsington Earth Embankment Dam and its foundation was analysed and examined against failure by slope instability. Considerations of loading conditions which may result to instability for all likely combinations of reservoir and tailwater levels, seepage conditions, both after and during construction were made, and hence three construction and / or loading condit
The concept of submerged floating tunnels is based on well-known technology applied to floating bridges and offshore structures, but the construction is mostly similar to that of immersed tunnels: One way is to build the tube in sections in a dry dock; then float these to the construction site and sink them into place, while sealed; and, when the sections are fixed to each other, the seals are broken. Another possibility is to build the sections unsealed, and after welding them together, pump the water out.
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Fib2010 article260 design & construction_rev_a
1. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
THE RION – ANTIRION BRIDGE: DESIGN AND CONSTRUCTION
Panayotis Papanikolas, PhD, Vice-Chairman and Managing Director, GEFYRA S.A. –
Concession Company for the Rion-Antirion Bridge, Greece
Aris Stathopoulos-Vlamis, Structural Maintenance Manager, GEFYRA S.A. –
Concession Company for the Rion-Antirion Bridge, Greece
ABSTRACT
The Rion-Antirion Bridge located in the Gulf of Corinth of Greece, was given
to traffic in August 2004. As part of the Transeuropean Network, it links the
Peloponnesus to Continental Greece over a stretch of water 2,500m wide. The
project was awarded by the Greek government to GEFYRA S.A, a consortium
led by VINCI and six Greek construction companies. It was the first
concession contract in Greece, based on a financial scheme of build, operate
and transfer.
The environment in which the bridge was constructed combines a number of
physical challenges and thus makes this project quite complex: deep water (up
to 65 m) combined with deep soil strata of weak alluviums, possibility of
strong seismic activity, tectonic movements and adverse high wind actions.
The paper presents the innovative designs of the cable-stayed bridge, which
include: shallow foundations on reinforced soil; continuous and fully
suspended deck for the full length of the bridge (2.252 m); a huge dissipation
system; stay cables equipped with special anti-seismic accessories; and
offshore construction methods.
Keywords: Cable Stayed Bridge, Inclusions, Seismic Dissipation System, Cantilever
Construction
2. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
1
THE ENVIRONMENT
The RION-ANTIRION Bridge is located between the Peloponnese and the continent over the
Gulf of Corinth, Western Greece, and is intended to replace an existing ferry system.
Its environment presents an exceptional combination of physical conditions, which makes
this project quite complex: large water depth (up to 65m), deep soil strata of weak
alluviums, strong seismic activity combined with possible tectonic movements, and adverse
high wind actions.
The structure spans a stretch of water of some 2500m. The seabed presents fairly steep slopes
on each side and a long horizontal plateau at a depth of 60 to 70m. No bedrock was
encountered during soil investigations down to a depth of 100m. Based on a geological study
it is believed that the thickness of sediments is greater than 500m. General trends identified
through soils surveys are the following:
• a cohesionless layer is present at mudline level consisting of sand and gravel to a
thickness of 4 to 7m, except under pier M4, where its thickness reaches 25m.
• underneath this layer, the soil profile, rather erratic and heterogeneous, presents strata
of sand, silty sand and silty clay.
• below 30m, the soils are more homogeneous and mainly consist in silty clays or
clays.
In view of the nature of the soils, liquefaction does not appear to be a problem except on the
north shore, where the first 20m are susceptible of liquefaction.
The seismic conditions to be taken into account are presented in the form of a response
spectrum at seabed level given in figure 1. The peak ground acceleration is equal to 0.48g
and the maximum spectral acceleration is equal to 1.2g between periods of 0.2 and 1.0sec.
This spectrum corresponds to a 2000-year return period, or 5% probability of exceedance for
a life of 120 years. In Figure 1 the design spectrum of the Bridge is compared with the one
required by Greek Seismic Code (EAK 2000) for the specific seismic zone of the bridge (III),
with an importance factor of I=1.3.
It is worth mentioning that the Peloponnese drifts away from mainland Greece by a few
millimeters per year. Taking into account the 120 years design life of the bridge, contractual
specifications require the bridge to accommodate possible fault movements up to 2m in any
direction, horizontally and/or vertically between two adjacent piers, in addition with 1/500
vertical tilt of the pylons. The critical accidental seismic load combination consists of the
specified earthquake combined with 50% of the tectonic movements.
3. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
2
0
0,3
0,6
0,9
1,2
1,5
0,0 1,0 2,0 3,0 4,0 5,0
Period [s]
pseudoacceleration[g]
EAK 2000
Seismic risk zone III
Soil cat "Γ "
5% damping
Importance factor I = 1,3
RION-ANTIRION
E.A.K.
Fig. 1 Design spectrum
Due to the morphology of the surrounding mountains, the Rion-Antirion strait is known for
the frequent and strong winds. The reference wind speed (hourly average, 10 meters high,
120 years return period) was estimated, from a large database of wind measurements, to be
32 m/sec. At deck level (57 meter above sea level) the reference wind speed is 50 m/sec.
Flexible decks, however, such as cable-stay (i.e.Rion-Antirion Bridge) and suspension
bridges are prone to aerodynamic instabilities. Existing standards require that the
aerodynamic stability of flexible bridges with span larger than 200 meters be confirmed with
aerodynamic tests. For the Rion-Antirion Bridge, the specifications required the critical wind
speed for flutter instability to be higher than 74 m/sec, and that vortex shedding does not
occur for speeds between 0 to 53 m/sec.
In addition, the bridge is capable to withstand the impact from a 180000 dwt tanker sailing at
16 knots. This corresponds to an equivalent horizontal static load of 28000 tons applied at a
height of 67m from the foundation (3m above normal water surface level).
DESCRIPTION OF THE BRIDGE
These difficult environmental conditions called for an original design based on large
foundations able to sustain seismic forces and large spans in order to limit the number of
these foundations. The bridge consists of:
• the cable-stayed main bridge, 2252m long, built on 4 large foundations with a span
distribution equal to 286m – 560m – 560m – 560m – 286m (Figure 2).
• the approach viaducts, 1000m on Rion side (composite deck), the 392m being within
the concession area and 239m on Antirion side (pre-stressed simple supported
beams).
4. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
3
Fig. 2 Bridge elevation
Foundations consist of large diameter (90m) caissons, resting on the seabed (Figure 3). The
top 20m of soils are rather heterogeneous and of low mechanical characteristics. To provide
sufficient shear strength to these soil strata, which have to carry large seismic forces coming
from structural inertia forces and hydrodynamic water pressures, the upper soil layer is
reinforced by inclusions.
Fig. 3 Foundation and soil reinforcement with inclusions
These inclusions are hollow steel pipes, 25 to 30m long, 2m in diameter, driven into the
upper layer at a regular spacing of 7 to 8m (depending on the pier); about 150 to 200 pipes
were driven in at each pier location. They are topped by a 3m thick, properly selected and
leveled gravel layer, on which the foundations rest. These inclusions are not required under
pier M4 owing to the presence of a thick natural gravel layer.
The cable-stayed deck is a composite steel-concrete structure with a width of 27.2m, carrying
two traffic lanes in each direction. The steel frame was made of two longitudinal plate girders
2.2m high on each side of the deck with transverse plate girders spaced at 4m and a concrete
slab, 0.25 to 0.35m thick (Figure 4). On top, asphalt concrete pavement of 75mm thickness,
including special waterproofing membrane, have been placed. The deck superstructure is
continuous and fully suspended by means of stay cables for its total length of 2252 meters. In
the longitudinal direction, the deck is free to accommodate all thermal and tectonic
movements. At its extremities, expansion joints can accommodate the following movements:
5. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
4
• Under service conditions – in the longitudinal direction: opening +1.26m, closing –
1.22m, and
• under an extreme seismic event: +2.81m to –2.2m in the longitudinal direction and
±2.5m in the transverse direction.
Fig. 4 Typical deck cross section
Each pylon is composed of four legs 4 x 4m, made of high strength concrete, joined at the top
to give the rigidity necessary to support unsymmetrical service loads and seismic forces
(Figure 5). The pylons are rigidly embedded in pier head to form a monolithic structure, up to
230m high, from sea bottom to pylon top.
Fig. 5 Pier and pylon
The stay cables, forming a semi-fan shape, are in two inclined arrangements, with their lower
anchorages on deck sides and their upper anchorages at the pylon top. They are made of 43 to
73 parallel-galvanized strands individually protected with an extruded layer of HDPE.
Finally, all strands are placed inside a HDPE duct. The cable stay system, which is supplied
by Freyssinet, is equipped with special accessories related to it behaviour during a major
earthquake. It includes wedge-blocking devices in case that the cable is unloaded and
bending guiding tubes at the anchorage to control the curvature of the cable during
earthquake oscillations. Following a close monitoring of the behaviour of the cables for wind
induced vibrations, in 2006 (two years after operation) it was decided to improve the
behaviour of cables, with length higher than 100m, by increasing the damping of the cable
6. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
5
system. This was achieved with the installation of external dampers close to the bottom
anchorage (Figure 6).
Fig. 6 Cable stays external hydraulic dampers
Finally, conservatory measures were taken for future installation of internal dampers on the
short cables and secondary cross-ties, in case that the cables experience any additional type
of vibration.
An innovative energy dissipation system connects the deck to the top of each pier and limits
the lateral movement of the deck during the specified earthquake, while dissipating the
seismic energy. The seismic protection system comprises fuse restraints and viscous dampers
acting in parallel, connecting in the transverse direction the deck to the piers. The restrainers
are designed as a rigid link intended to protect (to block) the hydraulic devices by
withstanding the high wind loads up to a pre-determined force corresponding to a value
slightly higher than the wind load ultimate limit state. Under an earthquake, the fuse
restrainers are designed to yield, leaving the viscous dampers free to dissipate the energy
induced by the earthquake into the structure. After the seismic event, new fuses can be re-
installed in few weeks.
DESIGN CONCEPT
From the beginning it was clear that the critical load for most of the structure is the design
seismic loading. The impact from the 180000 dwt tanker, equivalent to a static horizontal
force of 280MN at sea level, creates shear forces and overturning moments smaller than
seismic loads under the design spectrum and necessitates only local strengthening of piers in
the impact zone.
The choice of the present design was made after examination of a wide range of possible
solutions in term of span type (suspension spans vs. cable-stayed spans) and foundation
concepts. Particularly with regard to the foundations, the bearing capacity was a major
concern in these difficult environmental conditions characterised by poor soil conditions,
7. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
6
significant seismic accelerations and large depth of water. Alternative foundation concepts
(such as pile foundations, deep embedded caissons and soil substitution) were investigated
with their relative merits in terms of economy, feasibility and technical soundness1
. This
analysis showed that a shallow foundation was the most satisfactory solution as long as it
was feasible to significantly improve the top 20m of soils. The improvement of the shear
resistance of the soil was achieved by means of metallic inclusions, as described here above.
Although these foundations resemble piled foundations, they do not at all behave as such: no
connection exists between the inclusions and the caisson raft, which will allow for the
foundation to uplift partially or to slide with respect to the soil; the density of inclusions is far
more important and the length smaller than would have been the case in piled foundations.
The major concept for the selected shallow foundation is that the forces of the structure will
initially transferred through contact (mainly friction) to a gravel bed layer and then to the
original soil that is reinforced with the metallic inclusions. The word “inclusion” was
selected instead of “pile” in order to mark the difference in the foundation behavior. This
type of soil reinforcement is quite innovative and necessitated extensive numerical studies
and centrifuge model tests for its validation in the Laboratoire Central des Ponts et Chaussées
(France).
Another unique feature of this project lies in its continuous cable-stayed deck, which, in
addition to being the longest in the world, is fully suspended. This creates an effective
isolation system significantly reducing seismic forces in the deck and allowing the bridge to
accommodate fault movements between adjacent piers thanks to its flexibility. In particular
the 20 first natural periods of vibration of the deck are from 1.8 sec up to 7.2 sec, while the
pier eigen-frequencies are around 0.55 sec. This feature allows low acceleration for the deck
mass and thus lower forces on the piers.
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00
Period (sec)
PseudoFrequencies(g)
KME Spectrum
DECK
EIGENFREQUENCIES
PYLON
EIGENFREQUENCIES
Fig. 7 Structure eigen-frequencies and KME spectrum
In the transverse direction the deck will behave like a pendulum and its lateral movements
must be buffered. This is achieved with the use of 4 hydraulic dampers at the pylon locations
and two at the transition piers, having a capacity of 3500 kN each, operating both in tension
and compression. They are able to limit the relative lateral displacements between the deck
and the pylons and dissipate large amount of energy during a seismic event. The dynamic
relative stroke between the deck and a pylon during an extreme seismic event will be in the
order of 3.50m, with velocities up to 1.6m/sec. The constitutive law of the dampers is non-
8. Papanikolas, Stathopoulos-Vlamis 3rd
fib International Congress – 2010
7
linear viscous, with a velocity exponent of 0.15 (F=C.V0.15
, where C=3, V in m/sec and F in
MN).
The dissipation system (4 dampers, 2 on each side) installed between deck and a pier is
illustrated in the next figure. In order to avoid deck transverse movements due to wind, a
special metallic strut, called “fuse restrainer”, connects the deck and each pier. This lateral
restrainer incorporates a mechanical device that fuses at ±10500kN. The function of this
device is to allow transversal deck motion only after a seismic event of low occurrence
enabling the dampers to go into action.
Fig. 8 Dissipation system between deck and piers
A prototype test for these dampers was performed in the CALTRANS testing facility at the
University of California San Diego2
(Figure 9).
Fig. 9 Prototype testing of hydraulic dampers at SRMD Facility (UCSD)
The good performance of the dissipation system of the bridge was confirmed after a seismic
event of a moment magnitude of Mw=6.5, that took place on June 08, 2008 with an epicenter
located approximately 36km SW of the bridge and a focal depth of around 30km. The
recorded peak ground acceleration was 0.13g, while the maximum estimated under the piers
was 0.18g. The fuses yielded and the dampers operated with a maximum estimated velocity
of 0.28m/sec and a maximum stroke of 15cm.
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An expansion joint with special fuse elements was designed by Maurer Söhne to allow the
maximum design movements of the main bridge to the approach viaducts. While the
expansion joint accommodates a service movement of 1.22m closing, 1.26m opening in
longitudinal and +/- 0.10m in lateral direction, it is designed for a maximum opening of
2.20m closing, 2.81m opening in longitudinal and +/- 2.50m in lateral direction for the
specified design earthquake (Figure 10). During this seismic event fuse elements within the
expansion joint will open to minimize the forces induced to the bridge structure and keep the
expansion joint with minor damages. Several tests for these fuse elements were performed on
a shaking table of the Enel.Hydro S.p.A. – B.U. ISMES in Bergamo (Italy).
Fig. 10 Installation of MAURER expansion joint
The capacity design of the structure for the extreme seismic event consisted of a “control
damage” approach at the following locations: sliding at the foundation raft-soil interface,
dissipation of energy by viscous dampers at pylon locations and potential formation of plastic
hinges (with a minor damage of concrete spalling) at pylons legs. The dynamic response of
the structure was estimated with artificial and natural accelerograms matching the design
spectrum based on a non-linear time history analysis. This analysis took into account large
displacements, hysteretic behaviour of materials, non-linear viscous behaviour of the
dissipation system, sliding and uplifting elements at the raft-soil interface and a reological
model for the soil-structure interaction1
.
In addition to the 3D finite element analysis, a non-linear 3D push over analysis was
performed for the 4 leg pylons in order to estimate their remaining capacity after the
formation of plastic hinges and to confirm their ductile behaviour of the highly confined
pylon legs. Special concrete confinement tests were also performed at the University of
California San Diego on high strength concrete (C60/75) used for pylon legs in order to
define its strain-stress curves (especially the reduced slope of the descending branch of the
curves) for various confinement ratios.
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CONSTRUCTION METHODS
Construction methods for the foundations were those commonly used for the construction of
offshore concrete platforms:
• construction of the foundation footings in a dry dock up to a height of 15m in order to
provide sufficient buoyancy;
• towing and mooring of these footings at a wet dock site;
• construction of the conical part of the foundations at the wet dock site;
• towing and immersion of the foundations at final position.
However, some features of this project made the construction process of its foundations quite
exceptional.
The dry dock has been established near the site. It was 200m long, 100m wide, 14m deep,
and could accommodate the simultaneous construction of two foundations. It had an unusual
closure system: the first foundation was built behind the protection of a dyke, but once towed
out, the second foundation, the construction of which had already started, was floated to the
front place and used as a dock gate.
Fig. 11 Construction in dry dock
Dredging the seabed, driving 500 inclusions, placing and leveling the gravel layer on the top,
with a depth of water reaching 65m, was a major marine operation, which necessitated
special equipment and procedures. In fact, a tension-leg barge has been custom-made, based
on the well-known concept of tension-leg platforms but used for the first time for movable
equipment. This concept was based on active vertical anchorage to dead weights lying on the
seabed (Figure 12).
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Fig. 12 Tension-leg barge
The tension in these vertical anchor lines was adjusted in order to give the required stability
to the barge with respect to sea movements and loads handled by the crane disposed on its
deck. By increasing the tension in the anchor lines, the buoyancy of the barge allowed the
anchor weights to be lifted from the seabed, then the barge, including its weights, could be
floated away to a new position.
As already stated, once completed the pier bases were towed then sunk at their final position.
Compartments created in the footings by the radial beams were used to control trim by
differential ballasting. Then the pier bases were filled with water to accelerate settlements,
which are significant (between 0.1 and 0.2m). This pre-loading was maintained during pier
shaft and pier head construction, thus allowing a correction for potential differential
settlements before erecting pylons and deck superstructure.
The deck of the main bridge was erected using the balanced free-cantilever technique, with
prefabricated deck elements 12m long comprising also their concrete slab. The total weight
of a prefabricated segment is 340 tons and was placed with a floating crane (TAKLIFT 7).
The rate of erection of completed deck structure was up to 60m per week (Figure 13).
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Fig. 6 Installation of a prefabricated deck segment
CONCLUSIONS
The Rion – Antirion Bridge had to overcome an exceptional combination of adverse
environmental conditions: water depth up to 65m, deep soil strata of weak alluviums, strong
seismic activity and tectonic movements.
This resulted in a unique multi-span cable-stayed bridge with a continuous deck for the full
length of the stretch (2252m), fully suspended from four pylons. Foundations consist in large
diameter (90m) caissons resting on the seabed. The top 20m of soils are reinforced by means
of metallic inclusions, based on an innovative concept.
The design and construction of this € 800 million project have been undertaken under a
private BOT scheme, led by the French company VINCI. The whole project was completed
on summer 2004, ahead of the contractual deadline by several months (Figure 14).
REFERENCES
1. Pecker, A., “A seismic foundation design process, Lessons learned from two major
projects: The Vasco da Gama and the Rion-Antirion Bridges” ACI International Conference
on Seismic Bridge Design and Retrofit, 2003, La Jolla, California.
2. Infanti S., Papanikolas P., Theodossopoulos G., “Rion-Antirion Bridge: Full-Scale Testing
of Seismic Devices” fib 2003 Symposium, May 6-8, 2003, Athens, Greece.