The Millau Viaduct over the Tarn Valley is the highest bridge in the world. Millau Viaduct - the highest transport bridge in the world (23 photos) Norman Foster Bridge in France
The Millau Viaduct is the highest bridge on the planet; the road surface here is located at an altitude of 270 meters above the ground. The height of the bridge supports is 244.96 m, and the length of the largest mast is 343 m. The structure is based on 36,000 tons of steel. Thus, the most beautiful bridge broke three records at once and earned an award from the International Association of Road and Bridge Construction.
Millau Viaduct is located in the south of France (near the city of Millau) and passes over the Tarn River valley. The overpass is part of the A 75 route and leads from Paris to the Mediterranean Sea, providing the shortest and fastest route to the city of Beziers.
Travel on a shortened route is paid and ranges from 4.6 to 33 euros, depending on the type of transport and time of year. A trip by car costs from 9.1 to 7.3 euros.
The total length of the Millau Bridge is 2460 m, and the width is 32 m - four lanes. The viaduct is made in the shape of a semicircle with a radius of 20 km. The structure is supported by seven concrete pillars, the highest of which is almost 20 meters higher than the famous Eiffel Tower. The cars are protected from the wind by a special durable screen. It is allowed to move along the bridge at a speed of no higher than 90 km per hour.
Discussions about the need to build a shortcut in the Millau region began in 1987. Already at that time, the roads leading to the sea were busy. In 1996, the final decision was made to build a cable-stayed bridge with several spans, and in 2001, architects Norman Foster and Michel Virlajo began turning their project into reality.
Three years later, in December 2004, the viaduct was put into operation. In total, about 400 million euros were spent on construction.
Despite the rapid construction, the Millau Bridge meets the strictest safety requirements. Each support was developed separately, taking into account not only the load, but also the installation location in difficult terrain.
A special road surface was used for the coating - a specially developed asphalt concrete composition that is resistant to deformation and does not require frequent repairs, which is difficult to carry out in the conditions of a viaduct.
Engineers have set the minimum lifespan of the Millau Viaduct - 120 years. The structure is under constant monitoring and undergoes scheduled maintenance. Sensors are installed to monitor the condition of the viaduct. Engineers constantly monitor sensor signals.
The appearance of the bridge is admirable - stylish and modern, soaring over the beautiful Tarn Valley. It is already considered one of the wonders of the world. Photos of the viaduct adorn souvenirs, and tourists specially come here to appreciate the scale of the structure with their own eyes and admire the beautiful landscapes opening from the highest bridge in the world.
There is one unique structure in Southern France, near the city of Millau - a cable-stayed road bridge spanning the valley of the Tarn River. The skyscraper bridge “unties” the busy highway, connecting Paris and Barcelona with the shortest route. Its construction cost 400 million euros, and fees for the pleasure of riding on it are planned to be charged over the next 78 years.
By the way, it is correct to call this structure a “viaduct”, that is, the same bridge, but thrown across a gorge, ravine or an entire valley, as is the case with Millau. Yes, and no matter how much you would like to slip into English after reading the title as “Millau”, you should not do this. That's right - Mijo :)
There are 7 observation platforms in the viaduct area, clearly marked on the map >>
There you can also find their description and other useful information.
We visited two of them. First, the lower Cap de Coste-Brunas, indicated on the diagram as number 1. It offers a view from the bottom of the valley, and the bridge supports look like real giants, especially in comparison with the bug-like machines scurrying below. There are seven pillars in total, the second of which they like to compare with the Eiffel Tower, not in favor of the latter. I immediately remembered those sweet and mesmerizing experiences that covered me during the third level of the Eiffel (310 meters). How about organizing a climb to the Millau pylons?!
11 pairs of cables supporting the road are attached to each of the pylons:
The 32-meter-wide roadway is four-lane (two lanes in each direction), and has two reserve lanes. To resist deformation of the metal sheet due to vehicle traffic, the Appia research team has developed a special asphalt concrete based on mineral resin. Relatively soft to accommodate the deformation of steel without cracking, it must, however, have sufficient stability to meet highway criteria (wear, density, structure, adhesion, resistance to deformation - rutting, sagging, shear, etc. .). It took two years of research to find the "perfect formula."
To the ground - 270 meters, yoklmn!
But the most impressive views open from the height of the hill near the observation deck L’aire du Viaduc de Millau (number 7 on the diagram). From there you can clearly see that the viaduct is... crooked! The 20 km radius of curvature allows cars to follow a more precise path than if it were a straight line, and gives the viaduct the illusion of infinity.
They now charge 6.10 euros for cars (more in July and August), which is practically robbery for 2.5 kilometers. But the project needs to be repaid somehow...
While Millau was being built, it was the highest transport bridge, but in 2009 the Chinese built a bridge even higher, even further... and te de. True, there is a nuance: the Chinese bridge passes over a gorge half a kilometer deep, but its supports are not at the bottom. Therefore, the question is who is taller and how to calculate: by the height of the pylons or by the height of the roadway.
View of the viaduct’s “sails” from the main observation deck. People, by the way, come here with their wine, sit on the parapets, admire the beauty and sip. We joined in too :)
Each bridge support stands in four wells 15 m deep and 5 m in diameter, and all of them are equipped with a large number of measuring instruments - anemometers, accelerometers, inclinometers, temperature sensors, which collect detailed information about the “behavior” of the viaduct and transmit it to the service center, located together with the toll booth.
The valley through which the viaduct is thrown. The roads below, although secondary, are all of excellent quality.
The green river Tarn, creator of the valley. Despite its meek appearance, it is known for catastrophic floods.
And this is the village of Millau, which shares its name with the viaduct. At first, local residents were very happy about the construction of the bridge. They say that now cars will drive on top, will not pollute the air and create traffic jams. But over time, a side effect emerged: the decrease in the number of tourists passing through Millau has a negative impact on the town’s economy.
Overall, the visit to the Millau Viaduct and its accompanying viewpoints was very impressive. This is a new attraction of southern France, which should definitely be included in the route, especially when traveling by car.
Location: Tarn River Valley, France.
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The Millau Viaduct (Millau, different sources say differently. French: Le Viaduc de Millau) is highest bridge in the world. It is located in France, near the small town of Millau. The highway connecting the north of France with the south passed through this provincial settlement. And in the summer, during the holidays, when a large flow of cars headed from the north to the southern coast and to Spain, Milhaud simply died in traffic jams. To relieve congestion in this town, it was decided to allow traffic flow through the Tarn River valley via a bridge. The Millau Viaduct won the competition for the best project...
According to the approved project, 7 supports were to be installed in the Tarn River valley. A transport fabric is laid on top of them and pylons are installed, which, with the help of cables, will help the supports keep the fabric in balance.
Construction began on October 16, 2001. And the builders had a huge job to do. The length of this structure is 2460 meters, width - 32 meters. The height of the largest of the supports is 245 meters, and together with the pylon installed on it - 343 meters, which is almost 20 meters higher!
The construction of the supports took 200 thousand tons of concrete and 16 thousand tons of metal reinforcement. These supports support the highway, weighing 40 thousand tons, about the same as a large ocean liner, and 7 pylons, each weighing 700 tons.
The frame of the transport fabric itself is made of metal. But it was not possible to lift huge, heavy metal blocks to the height of the supports. Therefore, it was decided to assemble the frame on the hills that the bridge will connect and, using guides, push it onto the viaduct supports.
To simplify the task, additional temporary metal supports were erected between the bridge supports (in the photo, red).
The transport fabric was pushed onto supports from both sides. And when the two sides of the frame met each other between 2 supports at a height of almost 300 meters from the ground, having covered the entire length of the bridge of 2460 meters for two, their discrepancy was less than 1 cm!!!
Almost 10 thousand tons of asphalt were laid on top of the frame, pylons were installed and 154 cables were pulled. After the bridge passed the test with a 900-ton load, 3 years after the start of construction, the grand opening of the Millau Viaduct took place on December 14, 2004.
477 million dollars were spent on the construction of this miracle bridge. However, tolls for vehicles (which amounts to almost 50 thousand cars per day in the summer) will very soon cover all costs.
Let's just admire this creation of humanity.
Millau Viaduct - Viaduc de Millau the world's highest bridge. Its largest bridge pier is 343 meters high. Weight 36,000 tons, and seven steel pylons each 700 tons. Length of the viaduct 2,460 m. Two supports reach the highest height on the planet (P2 = 245 m and P3 = 221 m)
It crosses the Tarn valley at an altitude of about 270 m above the ground. The 32 m wide roadway is four-lane (two lanes in each direction) and has two reserve lanes. stands on 7 supports, each of which is topped with pylons 87 m high (11 pairs of cables are attached to them).
The 20 km radius of curvature allows cars to follow a more precise path than if it were a straight line, and gives the viaduct the illusion of never ending.
Concrete structures secure the road surface to the ground at the Larzac Plateau and the Red Plateau; they are called abutments.
Characteristics of the Millau Viaduct - Viaduc de Millau
Scheme of the cable-stayed bridge of the Millau Viaduct (Millau) - Viaduc de Millau
| No. | Main technical parameters of a cable-stayed bridge |
| 1 | Bridge layout: 204+6x342+204 m |
| 2 | The total length of the bridge is 2460 m |
| 4 | Maximum span length - 342 m |
| 5 | General dimensions of the span 32x4.2 m |
| 6 | Number of lanes – 4 x 3.5 m (2 in each direction) |
| 7 | Maximum road height: about 270 m above ground |
| 8 | Height of pylons (support body + pylon) - 343 m |
| 9 | Maximum height (height of support column P2): 343 m, that is, 20 m higher than the Eiffel Tower. |
| 10 | Slope: 3.015%, rising from north to south in the direction Clermont-Ferrand - Béziers. |
| 11 | Radius of curvature: 20 km |
| 12 | Height of the largest support (P2): 245 m. |
| 13 | Height of the smallest support (P7): 77.56 m. |
| 14 | Pylon height: 88.92 m. |
| 15 | Number of supports: 7 |
| 16 | Number of cables: 154 (11 pairs on pylons located on the same axis). |
| 17 | Cable pressure: 900 t for the longest ones. |
| 18 | Weight of the steel sheet: 36,000 tons, that is, 4 times more than the Eiffel Tower. |
| 19 | Volume of concrete structures: 85,000 m2, which is 206,000 tons. |
| 20 | Cost of construction of the viaduct: 478 ml dollars, |
| 21 | The cost of a construction delay of 1 month is 1 million dollars. |
| 22 | Concession term: 78 years (3 years of construction and 75 years of operation). |
| 23 | Project architect Lord Norman Foster |
| 24 | Warranty: 120 years |
Construction stages of the Millau Viaduct
1st stage. Construction of intermediate supports
The supports have a complex geometry, tapering towards the top with vertical slits to create shadows.
Support of the Millau Viaduct - website
The supports were constructed using vertical self-climbing formwork. 16 thousand tons of reinforcement went into the construction of the Millau Viaduct. The total height of the supports is more than a kilometer.
The sections for concreting are equal in height to 4 m. The shape of the formwork had to be changed more than 250 times.
Support of the Millau Viaduct - website
The length of all reinforcing bars is exactly 4000 km, which is the distance from the viaduct to central Africa. If an error is made by 10 cm during concreting, the support will not converge by 10 cm. GPS navigation was used in the construction of the supports, the measurement error is 4 mm, the error in the construction of the support in plan is 2 cm.
A day of delay in the construction of the Millau Viaduct costs the contractor 30 thousand dollars. The numbering of the 7 pillars starts from the north of the valley.
200 thousand tons of concrete for the construction of a viaduct.
2nd stage of construction. Longitudinal slide
Longitudinal sliding of a span weighing 36 thousand tons onto the Tarn River at an altitude of 270 m. The span of the Millau Viaduct was designed from steel with a total length of 2.5 km. The company that manufactured the span was the Eifel company.
The company produced 2,200 span blocks weighing up to 90 tons, some reaching 22 meters in length. Precision in manufacturing was achieved using a laser. Metal cutting was fully automated using a plasma cutter; every part with complex geometry was cut without problems. The temperature of the cutter reached 28 thousand degrees Celsius.
The sliding was carried out on both sides, and the connections should be made over the Tarn River. For the longitudinal sliding of the viaduct, they used a receiving console for running over temporary supports and permanent supports and a pylon for additional rigidity of the span.
The temporary supports were 170 meters high, the structure of which consisted of welded sections of metal pipes. The supports had to withstand 7,000 thousand tons of a 90-meter pylon and part of the bridge deck.Slide technology. On the main supports, pushing devices are installed, 4 sets for each support. Every 4 minutes the structure moved 600 mm.
Stage 3 of viaduct construction. Installation of pylons
Installation of pylons from horizontal to vertical positions using jacks.
Stage 4 of viaduct construction. Installation of cable stays
The viaduct cables must hold the roadway weighing about 40 thousand tons. The structure of the viaduct cables consists of 154 cables. The cable consists of 91 ropes that can withstand 25 thousand tons.
Stage 5 of the viaduct construction. Laying asphalt
Covering with asphalt will add another 10 thousand tons to the total weight of the structure. Deflection of 26 cm after the arrival of 28 loaded dump trucks with a total weight of 900 tons. The tallest bridge in the world was designed for a deflection of 54 cm.The longest suspension bridge in the world, the highest highway, the highest 343 meter bridge on earth
Construction of the Millau Viaduct
The metal span structure of the viaduct, very light compared to its total weight, approximately 36,000 tons, has a length of 2,460 m and a width of 32 m. The canvas has 8 spans.
The six central spans are 342 m long each, and the two outer spans are 204 m long.
The canvas consists of 173 central caissons, the real spine of the structure, to which the side decks and outer caissons are tightly soldered.
The central caissons consist of sections 4 m wide and 15-22 m long with a total weight of 90 tons. The road surface is shaped like an inverted airplane wing so that it is less exposed to wind.
Diameter of the Millau Viaduct - website
Supports and foundations
Each support stands in four wells 15 m deep and 5 m in diameter
Height of supports in (m) of the Millau Viaduct
| P1 | P2 | P3 | P4 | P5 | P6 | P7 |
| 94,501 | 244,96 | 221,05 | 144,21 | 136,42 | 111,94 | 77,56 |
Pylons
Seven pylons, 88.92 m high and weighing about 700 tons, stand on supports. 11 pairs of cables are attached to each of them, supporting the road surface.
Guys
The cables were developed by the Freyssinet community (Fr. Preuwsuets). Each rope received triple protection against corrosion (galvanization, coating with protective wax and an extruded polyethylene sheath). The outer shell of the cables along the entire length is equipped with ridges in the form of a double helix. The purpose of this device is to avoid dripping water along the cables, which in the event of strong winds can cause vibration of the cables, which will affect the stability of the viaduct.
Durable canvas covering
To resist deformation of the metal sheet due to vehicle traffic, the Appia research group (French Appia) has developed a special asphalt concrete based on mineral resin.
Soft enough to accommodate the deformation of steel without cracking, it must, however, have sufficient resistance to meet road criteria (wear, density, structure, adhesion, resistance to deformation - grooves in the road, etc.) . It took two years of research to find the "perfect formula."
Viaduct electrical equipment
The electrical equipment of the viaduct is proportional to the entire huge structure. Thus, 30 km of high voltage cables, 20 km of fiber optic cables, 10 km of low voltage cables were laid along the bridge and 357 telephone connections were created so that repair teams could communicate with each other and have contact with the control center, wherever they were - on the road surface , supports or pylons.
As for the equipment, the viaduct, of course, was not left without various devices. Supports, canvas, pylons and cables are all equipped with a large number of sensors. They were designed to monitor the slightest movement of the viaduct and evaluate its stability after wear and tear.
Anemometers, accelerometers, inclinometers, temperature sensors, etc. - they are all included in the set of measuring instruments used.
12 fiber-optic strain gauges were placed at the base of support P2. Being the highest support of the viaduct, it is subject to the heaviest load.
These sensors detect any shift from the norm by a micrometer. Other strain gauges, already electric, were placed on the tops of supports P2 and P7. This equipment is capable of making up to 100 measurements per second.
In strong winds they allow constant monitoring of the viaduct's response to exceptional weather conditions. Accelerometers located at strategic points on the road surface monitor vibrational phenomena that can affect metal structures. The location of the canvas at the level of the abutments is observed down to a millimeter.
As for the cables, they are also equipped with equipment, and their aging is carefully monitored. Moreover, two piezoelectric sensors collect a variety of data related to traffic: vehicle weight, average speed, traffic density, etc. This system is able to distinguish between 14 different types of vehicles.
The collected information is transmitted via an Ethernet-type network to a computer in the information room of the viaduct operation building located near the toll gate.
Road toll
The rate of toll charged by the concessionaire is set by him annually in accordance with current legislation within the framework of five-year plans, which are approved by the two parties to the agreement.
- 5.4 € for passenger cars (7.00 € in July and August);
- 8.1 € for intermediate types of transport (10.6 € in July and August);
- 19.4 € for two-axle machines exceeding 3.5 tons (all year);
- 26.4 € for three-axis machines (all year);
- 3.5 € for motorcycles (all year).
Construction of the Millau Viaduct (chronology)
- Construction duration: 38 months
- October 16, 2001: Construction begins.
- December 14, 2001: Laying of the “first stone”.
- January 2002: Laying the foundation of the supports.
- March 2002: Installation of the C8 abutment begins.
- June 2002: Start of installation of supports - completion of installation of abutment C8.
- July 2002: Installation of temporary supports begins.
- August 2002: Start of installation of CO abutment.
- September 2002: Bridge deck installation begins.
- November 2002: Pillar P2 (the highest) exceeded 100 m.
- February 25, 2003: Beginning of road construction.
- May 28, 2003: Pillar P2 reaches a height of 180 m, thus becoming the tallest pillar in the world (the previous world record holder was the Kochertal Viaduct). This record was broken again at the end of the year by a tower 245 m high.
- July 3, 2003: Beginning of the L3 alignment process.
- The aiming was completed after 60 hours. Towards the end of the installation, the roadway was temporarily attached to the support to ensure its stability in the event of a storm with wind speeds of 185 km/h.
- August 25-26, 2003: Landing of section L4. The road surface was transferred from support P7 to temporary support Pi6.
- August 29, 2003: Joining the roadway along the line of the intermediate support Pi6 after covering 171 m. The road surface was raised to a height of 2.4 m to allow it to pass over the temporary support Pi6. After this, Freyssinet temporarily placed the RZ pylon on the P7 support.
- 12 September 2003: Second installation (L2) of 114m of metal bridge deck on the north side of the viaduct. The first sighting (L1) was made on the ground quite close to the level of the abutment, allowing the procedure and technical devices to be tested.
- November 20, 2003: Completion of construction of supports.
- March 26, 2004: Landing of section L10 from the south side. The road surface has reached the RZ support.
- On the night of April 4-5, 2004: The metal flooring was brought to support P2, the highest in the world. The aiming operation was slowed down by wind and fog, which interfered with laser aiming. By this time, 1,947 m of road surface had been completed.
- April 29, 2004: Completion of road construction on the north side. The edge of the roadway was in line with the Tarn. It remained to make two more leads from the south side.
- May 28, 2004: The north and south tracks are a few centimeters apart. The connection of these parts was officially announced (in fact, the final connection was completed over the next few days).
- End of July 2004: The lifting of the pylons is completed.
- September 21 - 25, 2004: Start of paving by the Appia group. For this purpose, 9,000 tons of special asphalt concrete and 1,000 tons of ordinary asphalt concrete were used in the center.
- November 2004: Completed dismantling of temporary supports.
- November 17, 2004: Start of design verification (920 t total load).
- December 14, 2004: Inauguration of the viaduct by French President Jacques Chirac.
- December 16, 2004, 9:00: The viaduct opened to traffic ahead of schedule (the viaduct was originally scheduled to open on January 10, 2005).
- December 18, 2004: Completion of final finishing work.
Millau Viaduct - Viaduc de Millau the world's highest bridge. Its largest bridge pier is 343 meters high. Weight 36,000 tons, and seven steel pylons each 700 tons. Length of the viaduct 2,460 m. Two supports reach the highest height on the planet (P2 = 245 m and P3 = 221 m)
It crosses the Tarn valley at an altitude of about 270 m above the ground. The 32 m wide roadway is four-lane (two lanes in each direction) and has two reserve lanes. stands on 7 supports, each of which is topped with pylons 87 m high (11 pairs of cables are attached to them).
The 20 km radius of curvature allows cars to follow a more precise path than if it were a straight line, and gives the viaduct the illusion of never ending.
Concrete structures secure the road surface to the ground at the Larzac Plateau and the Red Plateau; they are called abutments.
Characteristics of the Millau Viaduct - Viaduc de Millau
Scheme of the cable-stayed bridge of the Millau Viaduct (Millau) - Viaduc de Millau
| No. | Main technical parameters of a cable-stayed bridge |
| 1 | Bridge layout: 204+6x342+204 m |
| 2 | The total length of the bridge is 2460 m |
| 4 | Maximum span length - 342 m |
| 5 | General dimensions of the span 32x4.2 m |
| 6 | Number of lanes – 4 x 3.5 m (2 in each direction) |
| 7 | Maximum road height: about 270 m above ground |
| 8 | Height of pylons (support body + pylon) - 343 m |
| 9 | Maximum height (height of support column P2): 343 m, that is, 20 m higher than the Eiffel Tower. |
| 10 | Slope: 3.015%, rising from north to south in the direction Clermont-Ferrand - Béziers. |
| 11 | Radius of curvature: 20 km |
| 12 | Height of the largest support (P2): 245 m. |
| 13 | Height of the smallest support (P7): 77.56 m. |
| 14 | Pylon height: 88.92 m. |
| 15 | Number of supports: 7 |
| 16 | Number of cables: 154 (11 pairs on pylons located on the same axis). |
| 17 | Cable pressure: 900 t for the longest ones. |
| 18 | Weight of the steel sheet: 36,000 tons, that is, 4 times more than the Eiffel Tower. |
| 19 | Volume of concrete structures: 85,000 m2, which is 206,000 tons. |
| 20 | Cost of construction of the viaduct: 478 ml dollars, |
| 21 | The cost of a construction delay of 1 month is 1 million dollars. |
| 22 | Concession term: 78 years (3 years of construction and 75 years of operation). |
| 23 | Project architect Lord Norman Foster |
| 24 | Warranty: 120 years |
Construction stages of the Millau Viaduct
1st stage. Construction of intermediate supports
The supports have a complex geometry, tapering towards the top with vertical slits to create shadows.
Support of the Millau Viaduct - website
The supports were constructed using vertical self-climbing formwork. 16 thousand tons of reinforcement went into the construction of the Millau Viaduct. The total height of the supports is more than a kilometer.
The sections for concreting are equal in height to 4 m. The shape of the formwork had to be changed more than 250 times.
Support of the Millau Viaduct - website
The length of all reinforcing bars is exactly 4000 km, which is the distance from the viaduct to central Africa. If an error is made by 10 cm during concreting, the support will not converge by 10 cm. GPS navigation was used in the construction of the supports, the measurement error is 4 mm, the error in the construction of the support in plan is 2 cm.
A day of delay in the construction of the Millau Viaduct costs the contractor 30 thousand dollars. The numbering of the 7 pillars starts from the north of the valley.
200 thousand tons of concrete for the construction of a viaduct.
2nd stage of construction. Longitudinal slide
Longitudinal sliding of a span weighing 36 thousand tons onto the Tarn River at an altitude of 270 m. The span of the Millau Viaduct was designed from steel with a total length of 2.5 km. The company that manufactured the span was the Eifel company.
The company produced 2,200 span blocks weighing up to 90 tons, some reaching 22 meters in length. Precision in manufacturing was achieved using a laser. Metal cutting was fully automated using a plasma cutter; every part with complex geometry was cut without problems. The temperature of the cutter reached 28 thousand degrees Celsius.
The sliding was carried out on both sides, and the connections should be made over the Tarn River. For the longitudinal sliding of the viaduct, they used a receiving console for running over temporary supports and permanent supports and a pylon for additional rigidity of the span.
The temporary supports were 170 meters high, the structure of which consisted of welded sections of metal pipes. The supports had to withstand 7,000 thousand tons of a 90-meter pylon and part of the bridge deck.Slide technology. On the main supports, pushing devices are installed, 4 sets for each support. Every 4 minutes the structure moved 600 mm.
Stage 3 of viaduct construction. Installation of pylons
Installation of pylons from horizontal to vertical positions using jacks.
Stage 4 of viaduct construction. Installation of cable stays
The viaduct cables must hold the roadway weighing about 40 thousand tons. The structure of the viaduct cables consists of 154 cables. The cable consists of 91 ropes that can withstand 25 thousand tons.
Stage 5 of the viaduct construction. Laying asphalt
Covering with asphalt will add another 10 thousand tons to the total weight of the structure. Deflection of 26 cm after the arrival of 28 loaded dump trucks with a total weight of 900 tons. The tallest bridge in the world was designed for a deflection of 54 cm.The longest suspension bridge in the world, the highest highway, the highest 343 meter bridge on earth
Construction of the Millau Viaduct
The metal span structure of the viaduct, very light compared to its total weight, approximately 36,000 tons, has a length of 2,460 m and a width of 32 m. The canvas has 8 spans.
The six central spans are 342 m long each, and the two outer spans are 204 m long.
The canvas consists of 173 central caissons, the real spine of the structure, to which the side decks and outer caissons are tightly soldered.
The central caissons consist of sections 4 m wide and 15-22 m long with a total weight of 90 tons. The road surface is shaped like an inverted airplane wing so that it is less exposed to wind.
Diameter of the Millau Viaduct - website
Supports and foundations
Each support stands in four wells 15 m deep and 5 m in diameter
Height of supports in (m) of the Millau Viaduct
| P1 | P2 | P3 | P4 | P5 | P6 | P7 |
| 94,501 | 244,96 | 221,05 | 144,21 | 136,42 | 111,94 | 77,56 |
Pylons
Seven pylons, 88.92 m high and weighing about 700 tons, stand on supports. 11 pairs of cables are attached to each of them, supporting the road surface.
Guys
The cables were developed by the Freyssinet community (Fr. Preuwsuets). Each rope received triple protection against corrosion (galvanization, coating with protective wax and an extruded polyethylene sheath). The outer shell of the cables along the entire length is equipped with ridges in the form of a double helix. The purpose of this device is to avoid dripping water along the cables, which in the event of strong winds can cause vibration of the cables, which will affect the stability of the viaduct.
Durable canvas covering
To resist deformation of the metal sheet due to vehicle traffic, the Appia research group (French Appia) has developed a special asphalt concrete based on mineral resin.
Soft enough to accommodate the deformation of steel without cracking, it must, however, have sufficient resistance to meet road criteria (wear, density, structure, adhesion, resistance to deformation - grooves in the road, etc.) . It took two years of research to find the "perfect formula."
Viaduct electrical equipment
The electrical equipment of the viaduct is proportional to the entire huge structure. Thus, 30 km of high voltage cables, 20 km of fiber optic cables, 10 km of low voltage cables were laid along the bridge and 357 telephone connections were created so that repair teams could communicate with each other and have contact with the control center, wherever they were - on the road surface , supports or pylons.
As for the equipment, the viaduct, of course, was not left without various devices. Supports, canvas, pylons and cables are all equipped with a large number of sensors. They were designed to monitor the slightest movement of the viaduct and evaluate its stability after wear and tear.
Anemometers, accelerometers, inclinometers, temperature sensors, etc. - they are all included in the set of measuring instruments used.
12 fiber-optic strain gauges were placed at the base of support P2. Being the highest support of the viaduct, it is subject to the heaviest load.
These sensors detect any shift from the norm by a micrometer. Other strain gauges, already electric, were placed on the tops of supports P2 and P7. This equipment is capable of making up to 100 measurements per second.
In strong winds they allow constant monitoring of the viaduct's response to exceptional weather conditions. Accelerometers located at strategic points on the road surface monitor vibrational phenomena that can affect metal structures. The location of the canvas at the level of the abutments is observed down to a millimeter.
As for the cables, they are also equipped with equipment, and their aging is carefully monitored. Moreover, two piezoelectric sensors collect a variety of data related to traffic: vehicle weight, average speed, traffic density, etc. This system is able to distinguish between 14 different types of vehicles.
The collected information is transmitted via an Ethernet-type network to a computer in the information room of the viaduct operation building located near the toll gate.
Road toll
The rate of toll charged by the concessionaire is set by him annually in accordance with current legislation within the framework of five-year plans, which are approved by the two parties to the agreement.
- 5.4 € for passenger cars (7.00 € in July and August);
- 8.1 € for intermediate types of transport (10.6 € in July and August);
- 19.4 € for two-axle machines exceeding 3.5 tons (all year);
- 26.4 € for three-axis machines (all year);
- 3.5 € for motorcycles (all year).
Construction of the Millau Viaduct (chronology)
- Construction duration: 38 months
- October 16, 2001: Construction begins.
- December 14, 2001: Laying of the “first stone”.
- January 2002: Laying the foundation of the supports.
- March 2002: Installation of the C8 abutment begins.
- June 2002: Start of installation of supports - completion of installation of abutment C8.
- July 2002: Installation of temporary supports begins.
- August 2002: Start of installation of CO abutment.
- September 2002: Bridge deck installation begins.
- November 2002: Pillar P2 (the highest) exceeded 100 m.
- February 25, 2003: Beginning of road construction.
- May 28, 2003: Pillar P2 reaches a height of 180 m, thus becoming the tallest pillar in the world (the previous world record holder was the Kochertal Viaduct). This record was broken again at the end of the year by a tower 245 m high.
- July 3, 2003: Beginning of the L3 alignment process.
- The aiming was completed after 60 hours. Towards the end of the installation, the roadway was temporarily attached to the support to ensure its stability in the event of a storm with wind speeds of 185 km/h.
- August 25-26, 2003: Landing of section L4. The road surface was transferred from support P7 to temporary support Pi6.
- August 29, 2003: Joining the roadway along the line of the intermediate support Pi6 after covering 171 m. The road surface was raised to a height of 2.4 m to allow it to pass over the temporary support Pi6. After this, Freyssinet temporarily placed the RZ pylon on the P7 support.
- 12 September 2003: Second installation (L2) of 114m of metal bridge deck on the north side of the viaduct. The first sighting (L1) was made on the ground quite close to the level of the abutment, allowing the procedure and technical devices to be tested.
- November 20, 2003: Completion of construction of supports.
- March 26, 2004: Landing of section L10 from the south side. The road surface has reached the RZ support.
- On the night of April 4-5, 2004: The metal flooring was brought to support P2, the highest in the world. The aiming operation was slowed down by wind and fog, which interfered with laser aiming. By this time, 1,947 m of road surface had been completed.
- April 29, 2004: Completion of road construction on the north side. The edge of the roadway was in line with the Tarn. It remained to make two more leads from the south side.
- May 28, 2004: The north and south tracks are a few centimeters apart. The connection of these parts was officially announced (in fact, the final connection was completed over the next few days).
- End of July 2004: The lifting of the pylons is completed.
- September 21 - 25, 2004: Start of paving by the Appia group. For this purpose, 9,000 tons of special asphalt concrete and 1,000 tons of ordinary asphalt concrete were used in the center.
- November 2004: Completed dismantling of temporary supports.
- November 17, 2004: Start of design verification (920 t total load).
- December 14, 2004: Inauguration of the viaduct by French President Jacques Chirac.
- December 16, 2004, 9:00: The viaduct opened to traffic ahead of schedule (the viaduct was originally scheduled to open on January 10, 2005).
- December 18, 2004: Completion of final finishing work.