Installation Technology of the Steel Structure of the Terminal Building of Pudong International Airport

The roof structure of the terminal building at Shanghai Pudong International Airport is a remarkable engineering achievement, both in China and globally. It features a two-span elevated entrance hall and a four-span boarding promenade section, supported by a large steel framework. Most of the concrete work involves frame-cut structures, while the steel construction is extensive, covering over 33,000 square meters with a limb area of 6%. The main building connects to the elevated entrance hall through three spans, measuring 4880 and 42 units from east to west, with a longitudinal length of 4.6 meters. The first chord is a high-strength steel roof frame, supported on the concrete frame girder at the low end and on the bracket beam at the high end. The boarding promenade spans 52 meters with a longitudinal length of 1383.6 meters, supported by bracket beams on inclined steel columns with different elevations on either side. Steel columns are placed between 513 frames, and supporting cables are installed between the sloping steel columns of the building, along with group bridges inside the promenade. This project presents several engineering challenges. The connection between the steric frame and the bracket beam is embedded, making it difficult for the support beam to form an integral and stable structure. The steel columns are inclined, which helps maintain structural stability during construction. Special attention was given to the placement of supports and group cables between the chord columns under various cable trusses, as controlling the structural forces and deformation was highly complex. The three upper floors are connected to the three-span long-span structure of the elevated entrance hall. Before the steel structure installation, the broken frame had already been integrated, making conventional construction methods ineffective. The double-sided inclined columns on the boarding corridor created an unstable construction stage, with a concrete frame exceeding one kilometer in length, making it impossible to set up ground-based tire frames. The workload was massive, and the construction period was tight, with only seven months allocated for the total installation. To address these challenges, a technical route was developed based on the unique structural characteristics of the project. Multiple plans were compared and optimized, leading to the formation of a combined section that included the upper end, the entrance hall embankment, and the ground-assembled column beam. This approach involved using four lifting machines to transport high-position loads remotely, forming a comprehensive technical route. Once the key technical route was determined, research and development efforts focused on the critical technologies required. This included the transformation of lifting equipment, computer control systems, and liquid traction technology. Various research teams conducted exhibitions and comprehensive tests to validate the proposed solutions. Ensuring structural stability during the construction of the 3-span steel structure was a top priority. The bottom of the inclined steel roof was hinged during the permanent use stage, while the straight column base was fixed. During the overall displacement process, both ends were treated as hinged. Detailed theoretical analysis and calculations were performed for various working conditions, and 1700 and 150 translatable physical models were created to simulate loading and traction conditions. Based on these simulations, a horizontal and vertical stabilization system was designed to ensure stability during displacement. A horizontal cable was added at the end to balance the horizontal force from the inclined steel column, and a slide rail system was installed on the side of the steel structure to manage the horizontal force during movement. Temporary cables made of Hualan shovels and steel wire ropes were also used to ensure longitudinal stability. Traction points were set at the column feet, and pull rods connected to each column foot via burr shafts ensured synchronized movement. The steel roof of the boarding corridor is supported by double-sided inclined steel columns. Stability during the use phase is achieved through different prestresses applied to the group cables. During construction, temporary supports were installed before the group cables were tensioned to control the structure's size and standard. These supports were essential to withstand part of the load and adjust the structure’s dimensions. After the steel structure was translated into place, the temporary cables were removed, and the curtain wall columns were installed, followed by the vertical cables and special tools for stretching. Vertical cables were installed between the steel columns to ensure the stability of the steel roof structure. Temporary cables were placed before the overall displacement to maintain stability during the move. Once the structure was in position, the temporary cables were removed, and the vertical cables were installed using specialized tools. The group cables were tensioned to achieve a stable state for the steel roof structure, with each section containing eight cables and a total of 32 cables across four sections. The tensioning of the cables met design requirements, and the structure's dimensions were controlled accordingly. Heavy-duty lifting equipment was transformed to meet the needs of the project. A total of 12 tower cranes with a maximum lifting capacity of 40 tons were modified to handle the 150-ton roof truss. The crawler crane could be operated separately or alternately using the main and secondary hooks to meet construction conditions. Computer-controlled hydraulic traction equipment played a crucial role in the overall displacement of the steel structure. Based on previous experience with the Shanghai Oriental Pearl TV Tower and Hongqiao Airport, an electromechanical liquidized computer-controlled hydraulic traction system was independently developed. This system enabled continuous traction without interruption, achieving intelligent automation. Only two people were needed to operate the system from a small control room, with eight people on-site for supervision. The equipment functioned smoothly for over six months, with a traction speed of 8-12 meters per hour and a maximum synchronous difference of 201.14 tons. The total haulage of the steel structure exceeded 1,000 tons. The implementation of this advanced construction method significantly reduced costs and improved efficiency. It saved over 10 million yuan in reinforcement costs for the concrete structure and more than 10 million yuan in machinery investment through equipment transformation. The success of the project demonstrated the potential of large-scale, complex structural installation techniques and provided valuable experience for future projects. In conclusion, the successful installation of the steel structure at Pudong International Airport highlights the impact of technological progress on engineering construction. It showcases the application of advanced technology in the construction field and opens new possibilities for the installation of large and complex structures. The computer-controlled multi-purpose system integrates the entire steel structure traction and lifting equipment, marking a new generation of crane installation equipment in China. It represents a significant step toward construction mechanization and provides a model for cost reduction, efficiency improvement, and resource optimization. The flexible and adaptable process route and construction organization offer new experiences for the efficient completion of large-scale structural projects, ensuring quality, safety, and timely progress.

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