Viaduct of the great ravine

KHADRA Mahdi Homsi wassim

Summary
Introduction .............................................................page 3 Choice of structure ..................................................page 3 Description of the bridge .........................................page 4
Foundation, abutments, braces ..................................page 5 Preload .......................................................................page 6 Asphalt .......................................................................page 6 On deck ......................................................................page 7 Launch ...................................................................page 7 The clavage ...........................................................page 9

Modes and choice of construction techniques ...page10 Some figures ......................................................page 11 Conclusion ........................................................page 12 Bibliography .....................................................page 13

Introduction:
The works of art are prestigious buildings that use construction techniques are often complex. The main role of the work of art is to clear an obstacle. We have several types of works of art: bridge, tunnel, and dam. This small project is selected to describe and analyze the patterns of the bridge structure, also to explain our choice of technical solution

Choice of structure:
The viaduct of the great ravine is one of four outstanding works of art along the highway tamarins it is considered as the key of tamarins. So like any work of art, the essential aim is to overcome an obstacle, the bridge connects a spade length of 320 meters and 170 meters deep. Before the construction of the bridge, the tamarins path was disconnected , and according to architect point of view ,this bridge is considered blade that arose from walls to beautify the road.

Description of the bridge:

The viaduct was designed by the architect Alain Spielmann, and Setec TPI the bridge is a mixed structure of different techniques of civil engineering. It consists of a steel deck length of 288 meters, 23 meters wide and 4 feet high, resting on crutches made of prestressed concrete inclined 20 degrees to the horizontal. what makes the project interesting is the technique and constructing method used of operation which allows through to tie back the effort of tilting of the book forward and make it back to two counterweight buried. To achieve this bridge, they used techniques of public works and civil engineering very sharp: deep foundations, prestressed inner and outer retaining walls of great height, and monitoring of sensitive phases of construction with the installation of electronic detectors strain and pressure. Starting first by developing the various construction techniques used during the preparation of this work:

Foundation, abutments, braces:

Like all works the first phase involves the construction of foundations for it once you arrive on site they have installed cranes, and they started by digging wells Moroccan 10 meters in diameter and 20 meters deep and the walls were concrete was armored, and then the building of the abutments have been created to form balances that are two boxes of 12 meters of concrete backfilled material side of the site. The braces are constructed by a method of cantilever, held in by tie interim head during jetting, and after their construction, they are embedded in the foot at the abutments and balances held with the head of the tie rods located inside deck.

Preload:
Those rods are anchored interim between the rear of the counterweight and the head of the eaves, and they are tensioned in a jetting phase to recover the tilting force of the work ahead and go back to the 2 balances buried. After jetting phase and slavery, these rods are replaced with other cables that are located inside the deck and are anchored above the head brace.

Asphalt:
For this project, the traditional techniques for asphalt and compaction were unenforceable because the site should be compacted without vibration to prevent cracking caused by thermal expansion of the apron. For this reason, the company EUROVIA which is responsible for this mission has developed a research to find the most suitable ways , and finally 1320 STYRELF iwas chosen to be associated with a sheet held and Cole. This storage stable bitumen was manufactured in France and transported in heated containers.

On deck:
The deck of a 23m wide and 4m high was broken down into 24 elements (sections), and bit was divided into 12 sections which were manufactured at the Eiffel factory and transported by ship to the jobsite. After assembly and welding of these elements on platform at the site, we obtain the two half-aprons wich are placed behind the abutments to start the jetting phase.

Launch:
The penultimate phase in the creation of this bridge is the most delicate phase and most important, it breaks down into six phases for each half apron and during the launch phase of the apron jetting forward 20 50 m to reach its final length which is 195 m separating the platform from the center of the mountain structure.

The clavage:
After jetting phase, clavage remains to seal the 2 decks that are joined with a vertical drop of 70 cm provided, including the upgrade that was achieved by adjusting the jacks support. For this phase of welding two weeks were needed.

Modes and choice of construction techniques:

During construction, each side of the ravine, was built in console. The selection techniques was the use of interim drafts of more than 5500 tons, which have linked head of a brace at the rear end of the abutment, the purpose of this technique is to limit the time to under run Bases on the hinge over the aprons and to balance them all they used counterbalance the back of the abutment. For the construction of each brace, they used 16 segments of 3 m long, cast in place by successive cantilever, wich means that each new cowling is made from a mobile. This technique is widely used in making aprons of large bridges. The constructor has been urged to use the technique of formwork on all the segment-sides because of an inclination for 20 of the sturts. For architectural and structural reasons, the braces are very slender and hollow, and they are constructed in a high performance concrete reinforced with tendons and a dense reinforcement to resist efforts important. In a current phase cowling is done every four days on each bank. Finally, for the installation and tensioning rods, and the operations of placing on a final support requiring the use of temporary structures in very complex heads of braces, for that they have installed electronic instruments and specific sensors that helped to control and monitor the efforts and movements of braces during the phases of throwing the steel deck. During completion of the bridge and the survey of final drafts were used to balance the system on both sides, but this process the tie rods pass inside the deck for aesthetic reasons. When changing the ties, the operation remains the same, and then only the operating expenses and superstructures create an effect of limiting the arc in the massive outbreaks. The bridge is designed to withstand cyclonic winds up to 270 km / h at peak. The study of wind effects has been tested on models of the bridge tunnel. The deck will be equipped with anemometers, pressure sensors and accelerometers for monitoring the real behavior of the wind. For the architectural choice, they organized mastery competitions of the work which has enabled architects to take a full part in the process of design. The response from developers has been prompted by a diagram of operation and single bonds compatible with environmental constraints of the site due to the fauna

and flora protection, and optimal use of materials and construction methods tested.

Some figures:
- 60,000 cubic meters of rubble were removed from the cliff. - Deck: 288 feet long, 23 meters wide, 4 feet high, 3,500 tons of steel. - Bacons: 50 meters long, 1,600 cubic meters of high performance concrete in total. - Abutments: 45 meters with 19 meters of wells, 14,000 cubic meters of concrete in total. - Counterweight: 1,600 tons of ballast per side. - Earthworks: 48,000 cubic meters of rubble for the realization sinks and abutments. - 2,500 tons of steel reinforcement in concrete, 220 tones of prestressing in total. - 400,000 hours of work up to 200 guests during peak hours. - Contract work 46 million euros.

Conclusion:
As a material, this big project is very interesting, in which we learned a lot about the types of major structures and characteristics of each, also to differentiate between different types of project of the same categories. In addition to that it has allowed us to see other construction techniques of these structures and to compare it with the history of civil engineering. The project allowed us to choose a type of art work and make a small bibliography around it, which we also showed that the complex could be a bridge that sometimes seems simple at first seen. Also, it allowed us to explore a very large number of works already constructed or under construction , that gave us a very good culture techniques and modes of choice. Finally we can say that the work of the great ravine remains a major work for us and exceptional in its character and its insertion into a site of beauty.

Bibliography:
http://fr.structurae.de/structures/data/index.cfm?ID=s0012808 http://fr.wikipedia.org/wiki/Viaduc_de_la_Grande_Ravine http://www.vinci.com http://en.structurae.de/structures/data/index.cfm?ID=s0012808 http://www.tpi.setec.fr/FR/040-references/fich-o52.php http://www.terrasol.com/FichesRef/OA03GrandeRavine.pdf Traveaux: la revue technique des traveaux publics