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European ConcreteAward 2010

Buildings

PROJECT DESCRIPTION

Italy’s New Museo Nazionale delle Arti del XXI Secolo(National Museum of 21 st. Century Arts), located inRome, is itself a work of art and a imposing feat ofengineering. Five inclined, interconnecting polishedconcrete galleries measuring up to 100 m in lengthcurve around several existing buildings located at thesite, appearing to intertwine with one another atmultiple elevations. Construction of the galleries wascompleted in January, followed shortly thereafter by anunexpected seismic test in the form of an earthquakethat struck in early April, killing dozens and exacting ahigh economic toll. The temblor was in the Abruzziregion, which is east of Rome.

The galleries are located adjacent to former armybarracks, which will form a portion of the museumcampus. According to materials provided by thearchitects, London based Zaha Hadid Architects, thecurved, inclined, and intersecting concrete design of thegalleries is intended to continue the urban textureestablished by the strictly horizontal lines of thesurroundings. At the same time, the architects havereworked the traditional function of a gallery spacefrom one that simply exists as a neutral backdrop forexhibitions to a minimalist design that physically shapesand reflects the potential pathways that visitors willfollow as they view the exhibitions.

Structurally, each of the lengths that form the galleryhalls is created by two concrete walls up to 40 cm thickand 100 m long connected to a concrete floor slab. Astructural steel roof system that includes longitudinalbeams encased in thin layers of concrete reinforced withglass fibers completes the system. The final structuraldesign for the museum was completed by GiorgioCroci, the cofounder, chairman of the board, and atechnical director of the engineering firm Studio S.P.C.s.r.l. of Rome, and Aymen Herzalla, also a technicaldirector of the firm and a member of its board.

The architects required perfect concrete surfaces for thefive gallery halls, a demand that made the compositionof the concrete of crucial importance. According toSimone Di Cintio, P.E., a specialist engineer with StudioS.P.C. who worked on the project from its inception, theengineers selected a self-compacting concrete withexpansion additives designed to compensate forshrinkage and eliminare potential cracking. The use ofself-compacting concrete, which was placed under highpressure, and of special forms made it possible for theengineers to minimize the number of joints required inthe galleries walls. As Di Cintio explains, the engineerscreated curved and inclined monolithic concrete wallsthat reach heights of 10 m and have vertical jointsoccurring at intervals of as much as 50 m, even in areaswith wide and complex embedded reinforcing. Theinclination and curvature of the galleries, together withtheir irregularly spaced supports, which also areseparated by distances of as much as 50 m, createconsiderable torsional forces within the structure.

To counter these torsional forces, the roof systems areformed from strong, stress-resistant transverse beams,as well as longitudinal secondary beams that extend thefull length of each gallery and run parallel to the walls.These longitudinal beams are formed from very thinstructural steel elements enveloped in a layer ofprotective concrete reinforced with glass fibers. Some ofthese elements, Di Cintio notes, are only 2 cm thick.Because the galleries are topped with glass to providenatural light for the exhibits, adjustable sunshades have

WINNER

2 European Concrete Award 2010

MAXXI CENTRE FOR

CONTEMPORARY ARTS,

Italy

been included within the steelwork. Since the museumexhibitions will be hunt from the roof’s steelwork, theengineers have designed the steel truss beams of therood to support heavy point loads.In response to a late request from the client, theengineers increased the seismic strength of the structureafter the final design had been approved. The seismiccapabilities of the structures were improved byincreasing the thickness of some walls and addingreinforcement to certain significant structures, as well asby inserting approximately 100 shock transmitters intothe horizontal and vertical expansion joints contained inthe galleries.

‘It is very, very, important from a structural point of viewthat galleries acts as a whole body under impulsiveloads, for example, due to a seismic occurrence’ , saysDi Cintio. The shock transmitters, which are morecommonly encountered in bridge construction, arecomposed of fluid-filled cylinders containing dualchambers and a central piston. Under normal, gradualloading, the piston is free to move in either direction.Under sudden loading, such as that caused by anearthquake, the piston locks in place, forcing thestructure to behave monolithically.

The museum campus is approximately 130 km from thecentre of the magnitude 6.3 earthquake that struckAbruzzi in April 2009. Although Rome experiencedground movement associated with that temblor, thesewere no damage to the new galleries, says Di Cintio.The gallery structures include one basement level atop acontinuous foundation pad; it is supported byapproximately 400 piles roughly 35 to 40 m long and 80to 100 cm in diameter. The piles pass through alluvialstrata into a deep stratum of sandy gravel.

According to the museum’s Web site(www.maxxi.parc.beniculturali.it/english/index.htm)renovation work was carried out on the existingbuildings on the museum campus. While the facade anda portion of the western side of the building wereretained, the remainder was rebuilt using steel and castiron. There spaces will be used to host a verity ofmuseum functions.

The campus, which includes two divisions, one for artand one for architecture, is owned by Italy’s Ministeroper i Beni e le Attività Culturali (Ministry of CulturalHeritage and Activities). The anticipated final cost of thecampus is approximately € 100 million (U.S.$134

million). According to its Web site, the museum is Italy’sfirst national institution dedicated to contemporarycreativity.

COMPANIES INVOLVED

Customer Ministry for Cultural Assets and ActivitiesDepartment for architecture and contemporary art:Pio Baldi

Creation Public Works Superintendence of RegioneLazio: Angelo BalducciProceedings’ person in charge: Roberto LinettiConstruction yard management: Roberto TartaroArchitectural aspects’ operative director: Mario Avagnina

Architectural design Designers: Zaha Hadid - PatrikSchumacherProject leader: Gianluca Racana (Zaha Hadid Limited)

Final construction design Structural design: StudioS.P.C. s.r.l. Giorgio Croci - Aymen HerzallaSpecialist consulting: A. Viskovic, S. Di Cintio, M. FranciniAssistants for the structural design: F. Croci, S. Di Carlo, I. De Rossi, A. Bozzetti, C. RussoGeotechnical consulting: V. M. SantoroSteel staircase and ‘monocoque’ floor design: StudioE.D.In. S.r.l. Fabio Brancaleoni - Marcello ColasantiSCC mix design consultant: Mario CollepardiStructural design validator: Antonio Maffey

Construction Syndicate MAXXI 2006Group leader: ITALIANA COSTRUZIONI S.p.A. (Group Navarra)Assignor: S.A.C. Società Appalti Costruzioni S.p.A.(Group Cerasi)Prime Contractor: Marco OdoardiConstruction site engineering manager: Roberto RossiConstruction yard chief: Gianni ScennaAssistant construction yard chief: Luigi CarducciEngineering office: Daniele Centurioni - Silvia La Pergola - Fabio Ceci

Maxxi Centre for Contemporary Arts

European Concrete Award 2010 3

Honourable mention


LocationThe new crematorium has been built on the site of theexisting Heimolen cemetery of the town of Sint-Niklaas.This site is situated to the south of the E34 thatconnects Antwerp to Ghent on WaasmunsterseSteenweg. High trees and slopes enclose the cemeteryon three sides and, therefore, the site cannot really beseen from the motorway.

The design specificationsThe design specifications consisted of including areception building and a crematorium at the existingcemetery. Due to practical and environmentalconsiderations, the accommodation for the ceremonyand cremation at the cemetery were kept as far away aspossible from each other. The assumption can be madethat at least there is some relationship between thebuildings. From a pragmatic perspective, however, wecan speak of two ceremony components involving areception, mourning and processing part that is directed

towards those who are still alive and earthly matterswhile the actual cremation in itself makes most of uswho are non-religious look up at the sky. The buildingscan be viewed as each other’s mirror reflection in thehorizontal plane; a roof under which the receptionfunctions are combined and a ‘slab’ (with equaldimensions) on which the cremation building is situated.This contrary relationship was continued by Claus enKaan Architecten in the materialisation and details.

The furnace building has a ground area that measuresexactly 16 by 34 metres. The three furnaces can befound in a high room that is accessible to the bereaved.Both the steel covering of the furnaces and the self-levelling screed has been finished in high gloss white.The offices and drive for the hearse can be found in theother half on the ground floor. The filters are set up onthe storey together with the other technical systems andinstallations. The furnaces are connected to the filtersthrough ducts in the concrete basement walls.

The building is 9 metres high to ensure that the furnaceand the chimney are not visible and to make a fargreater statement. Glass openings of different sizeswithin the module size of 1 x 1 metres put intoperspective the rational appearance of this monument.

HEIMOLEN CREMATORIUM

Sint-Niklaas Belgium

Heimolen Crematorium


Design and detailsThe floor and the walls of the reception building aremade of a light stone up to a height of 6 metres. Theroof has a structure made of steel trusses with aconstant height and is plastered in a stone colour. Thecovered outdoor space measuring 28 by 28 metresforms the surprising entrance to the building. Onceunder the roof surface, the five-metre heightimmediately catches the eye of the visitor. The weight ofthe roof is borne here by two prefab concrete columnsalong which rainwater is visibly discharged and onwhich sunlight can be reflected. These elements havethe same width as the roof opening and have beenencased on top so that the steel trusses could be laidblindly. A bench has been integrated in the prefab onthe bottom side. At the rear of the building, the steelstructure has been designed in such a way that the spanof the large auditory is in equilibrium with the cantilevercanopy that measures nearly 13 metres.

The outer and inner walls of the furnace building havebeen constructed using white prefab concrete elements.The elements are load bearing, stabilising and visibleboth on the inside and outside as facework‘architectonic’ concrete. The building has ostensiblybeen built up from solid blocks measuring 1 x 1 x 1metres. The false joints that form the pattern of theblocks cannot be differentiated from the real onesbetween the wall elements from which the building isreally built and that have an economical and structuralsize of no more than 2 by 9 metres. The walls and themain load-bearing structure have in this way beenintegrated in one material.

PrefabThe warm white elements have been implemented by theSVK prefab supplier based in Sint Niklaas. Sand was usedthat was nearly white to ensure the light colour could beattained. They have been poured using moulds, carefullystripped from formwork and, subsequently, been leveletched. L-shaped corner sections have been used tointensify the monolithic character of the building. Thesesections prevent division and, therefore, a joint in thewall’s corners. A section has even been used in the narrowbut high entrance that has a U-shaped cross-section. Thesections prove that they require low maintenance. Threeyears after installation, the colour and structure looks likenew. Dirt, formation of lines or cracks cannot beobserved.

Only internal walls that bordered on to non-public roomshave one visible side. These were poured in two phases sothat the formwork side and the level side had twodifferent colours; grey concrete and white architecturalconcrete. The L-shaped corner sections were also pouredin two phases. After the pre-section, the section waspoured that was perpendicular to it.

ConstructionAlthough Sint Niklaas is less than one and a half hoursaway from Rotterdam by car, building culture is differentthan in the Netherlands. This led so now again to slightconfusion due to language use. A ‘lastenboek’ (literallytranslated if it was a word used in the Netherlands: loadbook) is not a weight calculation but simply‘specifications’ and ‘welfsels’ are hollow-core beam floors(note: the terms used in the Netherlands are ‘bestek’ and‘kanaalplaatvloeren’, respectively). The tasks of a‘studiebureau stabiliteit’ (structural engineer; literally‘stability study firm’) also differ from the tasks such aperson would have in the Netherlands. For example, thebending schedules of the reinforcement are drawn up bythe structural engineer. This special project was realiseddue to the good partnership between the parties belowfrom Belgium and the Netherlands. The commitment ofthe client (in Belgium referred to as a ‘bouwheer’, i.e.literally translated as a ‘building gentleman’) with regardto the design and implementation also had a positiveeffect.

The building was awarded the Betonprijs (Concrete Prize)in 2009 in the ‘Concrete and Society’ category. Thecrematorium offers the regional residents a place tomourn. The serenity of the material that has been installedsubtly and accurately at the site generates a beauty thatcan offer support to the joint mourning process. Thebuilding and landscape form a place to return to so nowand again and to consciously remember.

PROJECT DETAILS

Owner Intercommunale Westlede, Lochristi, Belgium

Architect Claus en Kaan Architecten Rotterdam, the Netherlands

Structural engineer Pieters Bouwtechniek Delft, the Netherlands

Building physics and systems consultant BureauBouwtechniek, Antwerp, Belgium

Main contractor Roegiers, Kruibeke, Belgium

Prefab supplier SVK, Sint Niklaas, Belgium

Design: 2004-2005

Construction start: September 2006

Completion: September 2008

Gross floor area: 3187 m2

Honourable mention


INTRODUCTION

Visual is a new € 18 million arts centre in Carlow,Ireland, designed to provide a 350 seat regional theatreand gallery spaces to show very large scalecontemporary arts installations, a facility unique withinIreland.

The project should be considered for a ECSN award as itis a building of great architectural and material claritythat has been achieved on a tight budget and that hasboth met and exceeded the client’s already highexpectations. It was delivered on time and on budget,whilst also pushing the aesthetic potential of its two

main materials – concrete and glass; both of whichdemonstrate a high quality of craftsmanship anddelivery.

CONCEPT AND DESIGN

The building is the result of an open two-stage designcompetition run by the RIAI in 2004, having a total of109 entries. Designed as a solitaire, the building facesonto an open lawned area that is bounded by the listedSt Patrick’s College and Carlow Cathedral. The finishedbuilding is designed as an assembly of volumes clad inopaque glass sitting on a raised concrete plinth, withthe largest gallery at its centre and smaller galleries andtheatre spiraling around it. The main gallery space is29m by 16m with a ceiling height of 11m. The designrecognizes the dilemma of the ‘blank faced’ artsbuilding, turning this into an advantage by wrappingthe whole in an opaque glass skin that allows mutedlight in where required during the day, but also allowsthe building to transform between the moreintrospective daytime gallery, into an illuminated,glowing theatre of the night.

CONSTRUCTION

The construction is part steel frame for the theatre andthe long-span roof structures, and partly in-situ concretewhere the structure is to be exposed. Exposed in-situconcrete structure is used extensively with a variety of

VISUAL CENTRE FORCONTEMPORARY ART& THE GEORGEBERNARD SHAWTHEATRE Carlow, Ireland

VISUAL Centre for Contemporary Art & The George Bernard Shaw Theatre


visually lightening the structure. Also of note, theclearstory glazing in the main gallery is 3.6 meters highand 29 meters long. In order to ensure the visual clarityof a single strip of light, there is no structure behind theglass (a steel structure freespans end to end), and as it isprotected by the external opaque glazing system, it ismade using single sheets of glass with a simple clearsilicone joint, (avoiding the need for solid double glazingjoints).

Simple and robustSustainability and running costs were also a major factorand the building is designed to be simple and robust.Air conditioning is limited to those technical spaceswhere environmental control cannot otherwise meet theClient specifications, such as server rooms and thetheatre control room. The majority of the buildingincluding the main gallery spaces are, naturallyventilated using under floor or trench heating, andutilising the thermal mass of the exposed concrete forenvironmental control. There is also a solar collector onthe highest roof used to preheat the hot water supply,and a BMS system to operate the controls. Materialsused in the landscaping are local, and indigenous plantspopulate the site.

finishes including polished concrete floors, deepconcrete ribs for the ceiling, and most challenging as 5 to 7 metre high ‘kicker-less’ walls cast with an OSBfinish that gives a unique ‘soft’ look to the gallery wall,rather like that of crushed velvet. Achieved usingstandard OPC concrete with local limestone aggregate,these walls required very careful co-ordination ofconstruction joints and pours as well as greatcraftsmanship to ensure a consistent finish. The external glazing is a modified standard system usinglaminated low iron glass to give neutral colour renditioninternally and a very ‘clean‘ looking opal colourexternally. The system is held 1.2m off the main façadeby wind-posts and has a glazed coping to create anaturally illuminated cavity which diffuses the daylight,

Honourable mention


PROJECT DESCRIPTION

The building is an important institution in newerNorwegian history; Norway’s first national bank buildingfrom 1830. The building is converted from an oldfashion bank building to a modern museum. In theprocess, a unique pavilion in glass and concrete and anoutside protecting concrete wall has been added. The building is totally renovated, and the use ofconcrete in the process is dominant and cleverly done. The new pavilion is central in the museum and iscovered by a slightly arched concrete roof supported byfour large and hollow concrete columns. The inside ofthe columns serve as ducts for technical installations andventilation. The frameless glass elements that make upthe walls are supported at top and bottom, onlystiffened by vertical glass fins.

The outside concrete walls take up in them the shape ofthe walls in the neighboring old Akershus fortress andprotect the pavilion from insight and damages. The workmanship of the project is excellent despite thecomplexity of the various shapes and surfaces. Theconcrete is made up of white cement mixed with lightcolored sand and aggregates, which gives a pleasant,light grey appearance. The museum was finished spring 2008.

THE NATIONAL MUSEUM,

Norway

PROJECT DETAILS

Owner Statsbygg, Biskop Gunnerus’ gt. 6, post box8106 Dep., 0032 Oslo.

Architect Sverre Fehn AS by Sverre Fehn and MartinDietrichson.

Contractor Sverre Fehn AS by Sverre Fehn andMartin Dietrichson.

Structural engineer Dr. techn. Kristoffer Apeland AS,Fagerborg gt 12, post box 7029 Majorstua, 0306Oslo.

Datacentre Delft University


Datacentre Delft University,The Netherlands

Hämeenlinna Provincial Archive


HAMEENLINNA PROVINCIAL ARCHIVE,Finland

KHBO-Campus


KHBO-CAMPUS, Brugge, Belgium

Sean O’Casey Community Centre


SEAN O’CASEYCOMMUNITY CENTRE,Dublin Ireland

The Stockholm Flat Iron Building


THE STOCKHOLM FLATIRON BUILDING,Norway

Umicore Hoboken


UMICORE HOBOKEN,Antwerpen, Belgium

Woonhuis Osseforth Stein


WOONHUIS OSSEFORTH,Stein

European ConcreteAward 2010

Civil Engineering

WINNER


Introduction A floating and light-footed gesture over the Zaan. TheJulianabrug (Queen Juliana Bridge), which has beenopen since the summer of 2009, offers a widepanoramic view on the historic Zaanse Schans. Nearly amillion tourists many of whom from abroad come everyyear to Zaandijk to admire the picturesque village andthe series of historical windmills of the Zaan.

The Noord-Holland province had to replace the oldbridge (1936) constructed using wooden poles becauseit had been designed for about 500 bridge openings peryear. Shipping traffic has increased to such an extentthat the bridge must be opened no fewer than 10,000times per year and the vessels are now considerablylarger and wider. The structural condition of the bridgewas so poor that the bridge was no longer accessible tolorries as from 2004. Another reason for replacing it wasthe many tourists who stopped on the bridge for aphotographic moment and, therefore, could obstructroad traffic.

Architect Joris Smits of Royal Haskoning Architectenabout the design: “The new Julianabrug is in a uniquelocation in a wide bend of the Zaan with a spectacularview of the Zaanse Schans world heritage site. A bridgewith a too forward presence does not fit in in thisenvironment. A subtle and carefully integrated bridge,modern but with respect for the historical environment,light-footed and transparent but mainly low key is whatis needed here.”

The new Julianabrug skims over the water with aflowing line; low and swishing, light-footed andtransparent. The decorative slim piers have beenpositioned far under the bridge edge to ensure theyinterrupt the horizontal line of the bridge edge as littleas possible. The creative focus was especially directedtowards the division in a deck for cars and a panoramicdeck for tourists, pedestrians and cyclists. The cyclist andpedestrian bridge has been designed as a boulevardwith a view on to the Zaanse Schans. The perfect photolocation for this old-Dutch tableau is created from this200-metre long “balcony”.

Separating the two bridge decks ensures that theconstruction looks slimmer and ensures that daylightcan reach the water surface below the bridge. Theopening also provides a beautiful view from the deck onto the detailed columns. The curved lighting masts thatdefine the space on top of the deck as from the voidbetween the twee bridges emphasise the phenomenalview with their shape.

The movement mechanism was integrated fully in thepiles and has been concealed from view. The movablepart of the Julianabrug does not have a bascule cellarbecause such a volume could not be integrated withinthe concept of a “floating horizontal line” over thewater. Both bridge floorings have their owncounterweight in the open air. The counterweight isconcealed under the level difference in the closedposition. This meant that the counterweight had to bevery compact and that the technical installationincluding the bridge cylinders had to be especiallydesigned for this. A difficult task because access forinspections must also be possible.

It turned out to be a great challenge for theOranjewoud firm of consulting engineers to elaboratethe architectonic concept to produce a technical designwhilst adhering to the following mandatorypreconditions. The bridge is in a bend in the horizontalplane but the radius of curvature of the car bridge isdifferent to the one for cyclists and pedestrians. Thewidth of the opening between both the bridge decksalso runs over the length of the bridge.

JULIANABRUG IN

ZAANDAM,

The Netherlands

Julianabrug


The vertical alignment of the bridge is defined by twomooring points on both sides of the Zaan where there isa connection to the existing infrastructure. However, themain fairway opening is not in the centre and,therefore, the vertical alignment is not symmetrical.These basic principles led to a design of a 200-metrelong bridge with nine spans and eight V-shaped pierstructures each with their own design and dimensions.

The bridge deck as a streamlined line over the water:that was an important basic principle with regard to thearchitectonical design. Therefore, special attention waspaid to the moving parts of the bridges such as thecounterweight and cylinders that were to be concealedin the bridge structure so that they would be invisiblewhen the bridges were closed. However, the customerdid require easy access to the moving parts formaintenance purposes.

The two floorings, the movable bridge decks, areorthotropic bridge decks that are relatively slim and lightand have a length of 19.2 and a width of 10.1 and 6.25metres, respectively. They are moved by a mechanical/

hydraulic system that drives three 300/320 mm cylinders;two cylinders move the flooring of the motor trafficbridge and one cylinder moves the flooring of the cycleand pedestrian bridge. The system has been designed insuch a way that both decks open and closesimultaneously. The location and position of the cylindershas been selected in such a way that the columns onwhich the turning points of the floorings rest could bemade as slim as possible. The visual impact of themovement mechanism was minimised due to this.

The cylinders have, for example, been concealed inrecesses especially designed for this in the supportingcolumns. The electromechanical system isaccommodated in a cellar structure that is mainlypositioned under water.The 300 metric ton counterweight has beenincorporated within the volume of the deck.and is, therefore, concealed when the bridge is closed. Ithas also been designed with an optimised mass so thatlittle power is required to open and close the bridgeand, therefore, the required energy and maintenanceare minimised.

WINNER


ExecutionThe replacement of a bridge means that there is nocross-river connection for a long time: this was morethan a year and a half with regard to the Julianabrug. Inview of the lack of alternative cross-river connections inthe surrounding area and the fact that many tourists,students and sporting people depend on a cross-riverconnection, the Noord-Holland province deployed atemporary ferry connection. Cyclists and pedestrianscould cross over the Zaan every 10 minutes by using theferry connection during the demotion and constructionperiods.

Once the old Julianabrug was closed on 10 January2008 to traffic, the contractor consortium, BAM Civiland Konstruktiebedrijf Hillebrand, immediately startedto demolish the old bridge. This bridge dated from 1936and was built completely in-situ at that time. Work tookplace in reverse order as from the bridge decks whenthe decks were demolished. The piers were demolishedfrom a pontoon.The class 4 polluted Zaan bed was also dredged onsiteand disposed of at the Nauerna processing location toensure that the floating demolition work and thefloating pile driving work were possible.Shipping was to be held up as little as possible duringthe demolition work and the new construction.Moreover, an unimpeded fairway opening had to beavailable at all times measuring at least 13.5 metresbetween the guide walls. This meant that the cellar pierand nose pier could not be produced simultaneouslybecause having both a cellar pier and a nose pier at thesame time in a cofferdam with guide walls produces afairway width of more than 11 metres. Therefore, a variant was selected where the westernpier structures up to and including the cellar pier were

constructed in one large cofferdam and where the nosepier was only constructed after completion of theunderwater concrete work of these western (cellar)piers. After the cofferdam was closed, it was pumpeddry after which the concrete work could take placeunder completely dry conditions.A temporary access road in the shape of an auxiliarybridge was built on posts suitable for the heaviest classof road transport along the full cofferdam to ensure theconstruction site could be reached.

Meanwhile, the engineering and prefabrication of thepier formwork was started at the formwork workshopof BAM Civil in Schiedam. Since all 16 piers have aunique shape and dimensions, 16 unique formworksalso had to be produced. The decision was taken toconstruct the formwork using conventional methods inpart due to the high concrete surface requirementsThis demands a type of professional skill that fortunately

Julianabrug


this company still has in-house. All pier formworks wereput together in full in Schiedam and were conveyed byship to the construction site. There, they werepositioned at their locations, webbed and completedover the in part already webbed reinforcement cages ofthe piers.

Self-compacting concreteA large section of the pier could not be accessed withan immersion vibrator due to the shape. A solution tothis is using self-compacting concrete. However, the topside had to be finished under a slope simultaneouslyand this is impossible with self-compacting concrete.Therefore, the bottom side of the column was pouredusing self-compacting concrete and the top side, wherea vibratory needle could be used, using conventionalconcrete.A pouring trial run was held in advance undercomparable conditions to study the behaviour of theformwork, the formation of air bubbles and surface andcolour differences. Only when this test producedsatisfactory results, did we pour the piers.

The bridge deck is built up from 77 prefab concretebridge deck beams all weighing approximately 30 metrictons that have been positioned mostly by using a 400-metric ton mobile crane from the auxiliary bridge. Thecrane was shored on special steel tubular piles with adiameter of 1 metre that were vibrated into place nextto the auxiliary bridge. The bridge deck beams were allconveyed to site by road.The steel bridge sections, however, were brought to siteby water from the construction workshop inMiddelburg. Two spans were provided in steel; the twofloorings and the two adjacently located spans on which

the turning points can be found and in which thecounterweight has been concealed. These 4 bridgesections were positioned at their places by using twodriving blocks after which they were completed onsiteincluding the connection of the hydraulic system thathad already been installed in advance.

The finishing of the bridge was dominated by theimage-determining plastic edge elements to a largeextent. The edge elements are closely connected to theconcrete and steel work that gives the bridge deck itsslim appearance. The details had to be worked out in a3-D design package from the automotive industry toensure that these construction sections could beproperly integrated. The result is a flowing Zaan’s white‘strip’ with a minimum height behind which allstructural bridge components have been concealed.Since all the visible concrete work has also been treatedwith the Zaan’s white KEIM, the end result is a light,transparent and floating bridge structure that mirrorswhat the architect had in mind.

COMPANIES INVOLVED

Owner Provincie Noord-Holland

Architect Royal Haskoning Architects, Joris Smits

Constructor Oranjewoud

Contractor BAM Civiel Noordwest , HillebrandKonstruktiebedrijf

Honourable mention


Introduction The original steel Muider Bridge (300 m long) was builtaround 1970. The bridge has now been strengthened,widened and heightened due to the addition of rush-hour lanes. Closing off the A1 trunk road was not anoption, which is why the customer, the DutchDirectorate-General for Public Works and WaterManagement, opted for a daring plan. The steel bridgewould be jacked up and at the same time reinforcedthrough an asymmetric steel cable structure.

Using a new steel support beam below the centre of thebridge, the old deck in the middle would be lifted usingsteel cables attached to two prefab concrete pylons. Thecombination of this additional support and limitedjacking up at the location of the piers ensures that thefairway headroom of the Amsterdam-Rijn Canal couldbe widened and, combined with a widened car deck,increased bridge capacity.Since the abutments stay at the original height, it ispossible to perform all the work without interruptingthe A1 traffic.

How can you build a cable-stayed bridge in a few dayswithout causing traffic chaos? That was the challengethat the implementation team of the CFE Beton-enWaterbouw B.V. (Dordrecht) and Vicktor Buyck SteelConstructions (Eeklo, Belgium) consortium had to solve.To achieve this, the decision was taken to build uppylons in the shortest time possible from the basicdesign of the Contracting Party that would beassembled from prefab concrete elements, aprefabricated steel support beam, pressure bar and steelcables.

The execution of the whole project can be subdividedinto four main phases.Preparation phase Positioning Contact phaseFinishing phase

MUIDERBRIDGE,

The Netherlands

The steel bridge deck is provided with an HSB layerfollowing on from this phase in the next specification.

Prefabrication of the concrete pylon segmentsThe sloping position of the pylon, the opening pipes andcams for pretensioning, the preparation for thetemporary jacks and the support blocks ensure that theinner formwork and reinforcement form a whole wherethe most is demanded from the whole implementationteam. It already became apparent during this phase thatclose collaboration between the people of the Designand Implementation departments will provide thesolution for a successful production. Specificimplementation details appear in definitive versions onthe drawing after direct consultation between theconcrete joiner and the structural draughtsman.

Installation of pylonsThe pylons can be subdivided into three main parts: a. The in-situ part: The foundations including the

substructure of the pylon with inside the activechucks of the internal pretensioning to segments 2 to 8.

b. The bottom segments (2 to 8) consisting of ± 150metric ton weighing prefab concrete segmentslinked amongst each other through internalpretensioning and poured onsite with horizontaljoints. Segment 8 also contains the chucks of thesteel cables.

c. The top segments (9 to 12) that have been installeddue to architectonic considerations; these segments

Muiderbridge


are connected amongst each other through GEWIanchors and the same horizontal joints.

Trial schedule for filling the segment jointsIt soon emerged during the preparation phase that anextensive trial schedule was required for filling thesegment joints. On the one hand, an extremely highcriterion was being set by the structural engineer withregard to the filling level (85%) of the joint that wasimpossible to determine in advance. On the other hand,the consequences of possible implementation errorswere extremely high. The risk that a pretensioning ductwould be filled completely during the installationweekend or that a leak of the rubber joint profileswould lead to contamination of the white concretesegments was unacceptable.

The technical complexity, the high implementation risksand the extremely short time window demandeddetailed time planning and a script. In addition, allimplementation details (usually in 3D) were drawn, thematerial lists were thoroughly checked and someessential materials were available in double quantities toensure that surprises could be avoided during theinstallation weekends.

The positioning weekendsAnd then D-day arrives…at exactly 8 p.m. on Fridayevening, the manager of the Amsterdam-Rijn Canalgives the sign for traffic to be stopped. The 400-metricton weighing pressure bar is slowly taken to the canalcrosswise. The bar is lifted from the land side by a 1600-metric ton crane and placed on a temporary articulatedtower by special transport trolleys through the pontoon.

COMPANIES INVOLVED

Contracting party The Dutch Directorate-General forPublic Works and Water Management (RWS)Management: RWS Infrastructure Department

Architectonical design Benthem Crouwelarchitecten

Reference design RWS Construction Department,Gemeentewerken Rotterdam consulting engineers

Execution CFE Concrete & Waterbouw BV/ VictorBuyck contracting consortium

Implementation design Royal Haskoning andGreischJacks/steel cables: Freyssinet

Installation Ale Heavylift

Pouring joints Deys/van’t Geloof

Honourable mention


Nine kilometres of boringThe tunnel section of the Citytunnel project covers thestretch from Malmö C to just south of Annetorpsvägenin the Holma district. The total length of the tunnel is 6km. Twenty of twenty-five-meters below ground level,two shielded tunnel-boring machines bored parallelsingle-track tunnels, each 4.5 km in length. At the startand finish of the bored sections, the tunnel is finished inopen shafts.

Unique concrete from a specially-constructed FactoryThe Citytunnel project is a project where almosteverything happens in large numbers. This includes theamount of concrete used – in total about 400,000 m3.Concrete plant and segment factory.

A quarter of the concrete in the Citytunnel project isused for tunnel segments, and three quarters for otherConstruction work. These include cast concretestructures, for example at Malmö , cladding of the rockcavern at Triangeln Station, Hyllie Station, the portal andramp at Holma, and the bridges at Hyllie, Vintrie andLockarp. MCG (Malmö Citytunnel Group), one of theCitytunnel project contractors, has constructed twoconcrete plants and a segment factory at Holma. In thespecially built factory, some 80 tunnel segments weremanufactured per day. The other contractors in theproject buy concrete from Sydsten. A tunnel ring ismade up of eight reinforced concrete segments, ofwhich one functions as a lock. The segments are 1.8 mwide and weigh approximately 6 tons each. In total,41,000 segments were cast, corresponding to 85,000m3 concrete. Some 7,200 tons of reinforcement wereneeded for the segments.

A station for through traffic With the advent ofCitytunnel, Malmö C ill become an efficient station forthrough traffic. Students at Malmö University, peoplewho live or work at Västra Hamnen (Western Harbout),

CITYTUNNEL MALMÖ

Sweden

Citytunnel Malmö


and other travellers will have a modern station withseveral exits.

The glass hall and underground station Malmö C willchange in two ways. Parallel to the existing central hall,a glass hall will be constructed to connect the newstation area with Centralplan. From the glasshall,travellers can access the existing lines, as well as thetwo new underground platforms. A new car parkbuilding will be constructed on the north side oppositethe area aroundSlagthuset. Taxis will also be availablehere. The southern exit towards Centralplan and the citywill take travellers out to the bus stops. The glass hall isbeing built by Jernhusen AB in collaboration with theCitytunnel project.The other change is Malmö C Nedre,the new undergroundstation area which will have fourlines with two intermediate platforms. These 340 mlong and 11 m wide platforms will be located 10 mbelow ground level. The new station area will have fourexits. The main exit is in the new glass hall. Another willbe at the western side on Hjälmarekajen. Rolling rampsunder Suellskanalen link the underground station areawith street level. A further two exits are on the easternside, one in the new car-park and another between thecar-park and the glass hall.

Malmö’s new centreTriangeln Station will be important for the people ofSkåne and Denmark, as well as for long-distance visitorsand, not least, the 23,000 residents of the area. Thereare theatres, concert halls, cinemas, sports arenas,shops, department stores and shopping malls withinwalking distance. There are also some 18,000workplaces in the immediate vicinity of the futurestation. When Citytunneln is complete, an estimated37,000 people will pass through Malmö’s new centreevery day.

Underground chamberThe station is strategically located. The northern exit atSt Johannes church leads directly out towards theTriangelnshopping centre, and the southern section ofMalmö’s commercial centre. The southern exit leadstowards the Faculty of Dentistry, Södervärn, theUniversity Hospital (MAS), and Möllevången. The stationis built in an underground rock chamber with two tracksand an intermediate platform. The actual rockchamberat about 25 m below ground will be 28 m wide and 12 m high. The platform with its two tracks will be 250 m long and 14.5 m wide. The roof of the stationhall will be some 5 m above the platform. The two exitsare located at the ends of the rock chamber where therewill also be escalators and lifts.

Hub of a new urban districtHyllie Station will not only be an important centre fortravel in Malmö and the Öresund region. It will also bethe hub of the new urban district of Hyllie. The stationis just south of Hyllie water tower.7,000 HOMES –AND AS MANY WORKPLACES Hyllie in southernMalmö is an area of close to 200 ha,offeringpossibilities of expansion similar to those in theWestern Harbour area. When the new urban district isfully developed, there will be 7,000 homes and anequal number of workplaces.The development will alsoinclude building a sports and entertainment arena, ahotel, a theme park, and a large shopping centre.Directly adjacent to the station there will be a squareand a main street with shops and other services.HyllieStation will provide a natural stopping places for busesand taxis. There will be two approach roads forvehicular traffic from Annetorpsvägen andPildammsvägen.

Artistic decorationKristina Matousch is responsible for the decoration ofHyllie Station. ‘Fördjupningar’ (‘Cavities’)is the name ofdecoration on the station platforms. It consists of aglasscovered cavity round the 26 pillars that carry thestation roof. The artwork gives the impression that thepillars stood there long before the station was built.The inspiration is taken from the palisade that wasfound in the area in archaeological excavations someyears ago. The illuminated animation ‘Minuten’ (‘TheMinute’) uses the outer edge of the circular ceiling inthe arrivals hall as a clock-face. Along the edge of theceiling there are fittings that create a point of light thatflows forward, giving the impression of a cometmoving around the ceiling. The light moves clockwisearound the ceiling during a period of one minute, andthe process continues permanently, just like time itself.

Citytunneln links rail trafficCitytunneln is more than just a tunnel under Malmö.The project also includes the tracks that link up railtraffic to Ystadand Trelleborg as well as toCopenhagen. New connecting track is to be laid atVintrie and Lockarp. The aim has been as far aspossible to adapt these extensions to the environmentin order to retain and protect the values that existalong the extent of Citytunneln and in its vicinity.

Two connecting tracksThe southern exit of the tunnel will be just south ofAnnetorpsvägen. From here, the railway runssouthwards in a cutting, in other words an opensection below the level of the surrounding land. After

Honourable mention


Hyllie Station, the two outertracks will rise and cross aflyover above Lorensborgsgatan, continuing as twintrack westwards to the Öresund line. At the level ofElinelund and the summer resort of Mossängen, thetracks go below ground level in a cutting, thenproceed westwards below the northern carriageway ofOuter RingRoad and the northern track of the Öresundline. TheCitytunnel line connects with the Öresund linein the west between the existing Öresund tracks.South of Kalkbrottet there is the track gatewaynecessary for the link to the Öresund line. Retainingwalls and a 250 metre tunnel have already been builtin connection with the construction of the Öresundlink.

Safety considerations at all stagesSafety has been paramount throughout theconstruction of Citytunneln. High levels of safetyduring the construction and operating phase will beachieved through safety-consciousness in planning,design, and construction. A number of risk analyseswere therefore carried out before the start ofconstruction and have continued throughout theconstruction phase.Appropriate safety measures will beimplemented on the basis of the results.

Citytunneln is exclusively for passenger traffic, whichmeans that no freight transport will operate on theline. Nor is Citytunneln allowed to be used for thetransport of hazardous materials. The inspectingauthority may permit transport in isolated cases, butonly when safety requirements aremet. Diesel traffic isalso excluded. All trains operating in Citytunneln musthave emergency brake blocking. If the emergency stopis operated in a tunnel, the train will continue to thenext station for evacuation. In the event offire, thetrain is driven out of the tunnel if this ispossible.Otherwise it is driven to the closest station,from where it can be evacuated.

A unique environmental projectOne of Citytunneln’s objectives is for the finishedconnection to contribute to an environmentally-harmonised transport system and a long-termsustainable society. This will be achieved primarily bygiving a greater number of people the opportunity touse public transport instead of using cars. Thesurroundings and the environment will of course beaffected during the construction period in a number ofways. The Citytunnel project has been tested under theEnvironmental Code, legislation on the building ofrailways, and planning and building legislation. A newEnvironmental Code was passed in Sweden in 1999

which, in many respects, is much stricterenvironmental legislation than previously.

Fundamental environmental testsThe consequences of the construction and operationhave been tested in the Environmental Court, partlytesting of lowering the ground water and building inwater, and partly through voluntary testing ofenvironmentally-hazardous activities. Citytunneln is thefirst major infra structure project that has been fullytested according to the Environmental Code, whichmakes it unique in an environmental context.

Bedrock in three layersBefore starting the construction of Citytunneln, theearth layer and bedrock were carefully surveyed. Bytaking account of existing rock conditions, it waspossible to determine the position of the tunnel foroptimum stability. It was also important to clarify thewater-bearing capability of the various layers so thatthe extent of water table lowering could bedetermined. Different types of surveys also showwhether there was any risk of subsidence in adjacentbuildings, or damage to plant life.

The earth layers along the tunnel are often between 5 and 20 m deep. The thickest layers are in the south-east section, near Lockarp. In the northern part ofMalmö, at Malmö C for example, there are layersresulting from filling in sea areas and old canals. Thefilling is mostly sand and moraine. Below the infill inthe northern parts there are loose layers of clay andpeat which can cause subsidence.

COMPANIES INVOLVED

Axell Wireless (former Avitec AB)Balfour Beatty Rail ABEl & Industrimontage Svenska ABInfranord AB (former Banverket Produktion)Kone ABLäckeby Water GroupMalmö Citytunnel Group (MCG)NCC ABNVS Installation ABSkandinaviska Glassystem ABSkanska Installation ABSkanska Sverige ABSydtotal ABThyssenKrupp Elevator Sverige

Adiatic LNG Terminal GBS


ADIATIC LNG TERMINAL GBS,Spain

Aquaduct Langdeel


AQUADUCT LANGDEEL,The Netherlands

Caladh Mor Sheltered Harbour Development


CALADH MOR SHELTERED HARBOURDEVELOPMENT, Aran Islang, Galway, Ireland

The members of the Jury of the ECSN Award 2010

Michel Denayer, CFE Engineering Department, Belgium

Prof.dr.-Ing. Manfred Nussbaumer M.Sc., DBV, Germany

Assoc. Prof. Ing. Jaroslav Navratil, Phd., Czech Concrete Society, Czech Republic

Ole Krokstrand, Norsk Betongforening, Norway

Arne Helström, Svenska Betonföreningen, Sweden

Prof. Camillo Nuti, AICAP, Italy

Ir. Bertrand van Ee, president DHV group, The Netherlands

Paddy Fletcher, architect A&D Wejchert & Partners Architects, Ireland

Arvi Ilonen, Concrete Association of Finland

Secretary: ir. Dick Stoelhorst, Betonvereniging (Concrete Society), The Netherlands

european concrete award 2010 - ecsn.net · award 2010 buildings. project description italy’s new...

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