REACHING FOR THE SKY October 1996

INTRODUCilON

Concrete has been in use for centuries in various types of structures as its versatile

I
properties and function have made it the most useful material in the construction
industry the world over. It has always been preferred to other materials due to either
economy, ease of construction and I or durability. Most major metropolitan centres
boast of towering slender beauties in concrete or steel which form permanent
landmarks and are visible from several corners of the city.

'-.)The C N Tower (Sec Figure 1) is the world's tallest free-standing structure built since

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550

500

450

"'a:w 400

ti
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~0 MOSOC:IW ltJt.M ~ (...,. L.ENMWIO ......::H ......aN ~

MUIOM IV..OO U IC.OO U Ut.(IO U MOOR taoAO M 2t0.00 M 27S.OO W Vt,!O U
~ USM WEST WbT . ._. .. ~ wEST IJGito WEST
OiflfltiN« QBiaWCV t,IC OEJMIIfln' tiJEIMWt

Figur< l : $qmt of lltt World's tallest RCC stntcturrs.

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1974, and sing ly provides facility adequate for all of Toronto's (Canada) radio and TV
requi rements. The tower has a height of 549m which includes about 102m high antenna
mast.

From the top deck, at a height of 446.5m, on a clea r day, one can view the landscape
as far as a \00 miles. The record prior to 1974 was held by the 537m tall Ostankino Tower
for radio and TV broadcasting built in Moscow in 1971. The famed Stuttgart Engineer,
Dr. Fritz Leonhardt, designed the first reinforced concrete tower for TV and radio
broadcasting transmission in 1955. This 217m concrete beau ty, constructed using normal
formwork, took 20 months to cons truct and was commissioned onS February, 1956. The
upper part of this tower has a basket-like casing for touristic and gastronomical
purposes, which made the television tower financially lucrative. The construction
expenses of 4.2 million German Marks were recovered in merely five years, as the bold
building, located on the hiJJ, Hoher Bopse1~ attracted thousands of visitors. Dr~
Leonhardt preferred a concrete needle to a 200m high iron gratting pole to be secured
with wire ropes, which was a normal practice in those days. The idea could have struck
as RCC chimneys were alread y being buil t
to towering heights all over the world for
environmental p urposes. RCC chimney
construction can be traced back to 1873.
With the d evelopments in concrete
tech no logy, concre te ad mixtures and
concrete construction equipment like
slipforms, the construction ofRCCchimneys
became easier, faster and economica I.

The sky is the limit when one has to decide

the height of a chimney in a metropolitan
city. The heights of chimneys have gradually
increased due to a co ncern fo r
environmental protection. Hence, the tallest
RCC structure in India, the chimney for the
500 MW Unit 6 Thermal Power Station (See
Figure 2) of the Tata Electric Company at
Bombay, had to be 275m high. Between
1979 and 1988 this unit was the eleventh
500 MW Therma l Un it clea red fo r
construction, and has the tallest chimney in
the country. Fig11re 2 : Viw of 275 m higl• RCC chimney on the day
of rompletiotl of s/ipform work.

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Environmentalists have, quietly transferred their problems to civil engineers leaving
it to them to design towers. One such tower has now become a permanent landmark
on the eastern skyline of Bombay.
SA!JOO EEADIBES
A')tRlQAD)N
csmrrs
Ownm : lito El«1l'i< Cos. Mumbli. India
Type : C.st·i,..;tu bored pileo. Coosultonts : T•ta Consulting Engine<rs,
DaimeCe:r or pfle ; 750 mm. 6.1ngalore, India.
Grade of concrete : M-250. Design Review : 'lllell1lln & Co. Ltd., Londo!\, UK.
Number of piles : ISO. Model Studies : MOIU$h University, Melbourne,
Avorage Dq>lh : 15 m below Gl Australia.
Pile up : Cittubr . Supt<stru<ture : Hv>c!U5W\ Construdion eo.
Oiamd« : lOIS m Controctor Mumbai, India.
Volume : 2JIIJ M' FoW\dation : Stmplex Concrtte J>iJes, India.
Maximum Deplh : 3.3 m Contrnctor
Reinfoi'Ct':ment Steel : 265 t Slipfonn : lnterfol'm VeUinge, Sweden.
CHIMNEY SUt1 J Manufactul"t1"
Type : SUW• Flue lllim
Sho!IJ COI"ICI'tW volume : 51J17 MJ ~'~~anc\\\rl : Rs. ~ IAlch
Pile op : Rs. 50 41ch
~· st<d : 752.50 t Shelleooc- : Rs.l~ b kh
Jntemal Oi"mettT at
pile cap level : 16.42 m Brick lining : R.<. 12() b kh
Thickness Ill pilt cap level : 700 mm Total : Rs. 390 lakh
lntemaJ di.lmeter at 275 m : 72m mtoo op CONSTRUQJON
Thidcnes.s •t 275 m : 200m Novc:mber 195'7 to Au'ust 1988.

THE SHELL CONSTRUCfiON

The shell construction of the 275 chimney commenced on 5th November, 1987 ,
(See Figure 311) and was completed on 7th August, 1988 (See Figure 3b). Thus within 9

rigure 3a : C<11eral ~iew of slip formwork ius/ prior to Figure Jb: luterior view of275 m cilimuey ou the day of
~mmcu:enumt of slip[om•i11g. ~mpletion of slipfom1 work.

months the chimney shell shot up from -0.4m below low ground level to its desired 275m
height into the sky. (See Figures 4a to 4d)The average speed of construction of the shell,
at the rate of 3m per day, using slipform equipment, can be easily achieved in India.
However, the rate of slipforming adopted in the Toronto tower was on an average of
6m per day, as quick-setting admixtures and perhaps faster winches to carry concrete
and steel to the desired locations, were used.
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 Figurr 4b • Slrpfonning rn progrrss - Dboot EL 80 "'

Figure 4<: : 5/ipfomring in progrm • above EL !69 111. Figur< 4d ; Slipfomring in progrrss • above EL 250 111.
4

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Three winches {Table No. 1) were used to transport men (See Figure 5) material and
concrete (See Figure 6) during the construction of the shell. Except for these winches,
Tabel 1 : WINCH DETAilS
Winch upacity Allowable Speed in Remarks
Reference of Winch load M/Min.

Concrete Hoist 5MT 0.75 M' 38 Used upto 275 M

of concrete
Passenger Hoist I SMT 500 kg. 22 Used upto 119 M
Passenger Hoist U 3.5 MT 500 kg. 18 Changeover as winch I
did not have capacity to

-
roil 290 M of wire rope
on the drum
Material Hoist I SMT 1,000 kg. 23 Used upto 170 M
Material Hoist U SMT 1,000 kg. 27 Changed for same reasons
as passenger hoist

fig11r< S: P~ngrr IIOisllltiliudfor mootnl(/1/ ofmanpt~W<T Fig11re 6 ; Concrete ltrmg 1mlmded from th< ifoist b11cket
d1tri11g Ott slipforming opemtio11s.

I
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there was no other mode of transport available to reach the slipform platform. During
the total construction period of 276 days, the slipform actually operated for only 105
days. Thus, on an average, the rate of slipforming was about 2.60m per day. The fastest
ra te of 3.4m per day was achieved at an elevation of 250m above grow1d level.

SLIPFORM SYSTEM

The slipform (See Figure 7 and 8) is a form continuously moving at such a speed that
the concrete, when exposed, has already achieved enough strength to withstand the
pressure from the concrete above which is still in the form. It will also withstand lateral
pressure due to wind wall inclination and the hike.

1. Upper Distribution and working deck

2. Working Oec~
"
3.
4.
5.
Hanging Scaffol<l
Radius Screw
Scre w for adjusting wall thickness
...
.._:.. ~:.
.· .~

6. Screw for adjusting inclination

7. Horizontal turn buckles
8. Spider beam
9. Lifting yoke ...: ,.;
10. 6-Tons slipform jack ·... •.">
11. Jack rod ..
12. Reinforcement ·~

Frsrrre 7 : Slipform system for tapered clrirrmcy.

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Six main trusses (See Figure 9 and 10) carried the entire load of the slipfonn assembly.
These trusses were connected to each other by two central ring girders whose centre
coincided with the centre of the chimney shell. The outer support of the trusses were
the yokes on w hich a pair of 6 t capacity jacks were located. Four radial spider beams
were located between the two main trusses. The outer support of these beams were the
yokes on which a pair of 3.5 t capacity jacks
(See Figure 11) rested . Therefore, in aU,
there were forty eight 3.50 t jacks and
twelve 6 t jacks (See Figure 12) which took
the load of the entire assembly. These jacks
were connnceted to a centrally located
hydrualic pump unit (See Figure 13) by
means of high pressure rubber hoses. On
operating the pump unit the slipform
arrangement climbed 25mm per stroke
Figure 8 : Central vh:ro of the slipformhrg operation in upwards.
progress at EL 4.70 m.

Figure 9: Vieto of6 main tresstls supporting llrt slipfonn

work

Fig11re 10: Clo.<e·np view of tile 6trrsse/s for supporting Figure 11 : lutenuediate hydraulic jack (3.5 t mpocity <11clr)
slipform work. located bcttt.mr Ihe main jack locntioufor vertical moveme"t.

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 Figure 13: Hydraulic jack p11mp mrit for cen,ral control
of all lzydmrrlic jacks.
However, the individual jacks were
•
equipped wi th an arrangement so that the
throw of the jack could be varied by ±
10rnm. The 3m long jack rods passed
through these jacks and took the entire
load. These jacks rods were suitably
extended by stud connection (See Figure 14)
as the slipform moved upwards, and were
placed within the annular void, left in the
concrete, by a 1m long mi ld steel sleeve
Figure 12: MaitJizydrarr/ic jack (61 cnpadty eaclt) placed
sid~by·.side for Vt'rtiml mooom..,tl.
which travels along with the slipforrn
arrangement. The void around the jack rod,
created by the sleeve, facilitated its easy extraction and retrieval. The sleeve also helped to
stiffen the jack rods to a certain extent. Seven such extraction operations were performed
during the slipform.

Adjusting the reduction of the chimney shell diameter was carried out by turning the
radius screws (See Figure 15) as per the required calibration. The screws, located on the

Fi!(rrre 14 : Male-female cormtelio11 of j11ck rods. Figure 15 :Screw for diamtfer "drtct!'ou (See arraw)

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 inner face at the top of the yoke, were used for the reduction of wall thickness. Sixty
turnbuckles helped in the reduction of the internal and external circumferences (See
Figur<' l6) of the chimney shell which was consistent with the reduction in radius. The
change m the inclination of the internal and externa l shell surfaces was achieved by
adjusting the inclination screws (See Figure 17).

F;~11rt 16 · J•cb M lh'rt'..Prllill <lulm~ "{ slrJ'f\>m! awt

:c1 r.·~tu,,- tlr~ ~.'Jell ow;mftrt11«.

The slipform assembly consisted of three

tiers (SN Fi~m· 7 on pag<' No.6 and Figure 18)
for srmultaneous operations as required.
Thus the top deck was used for unloading
and placing concrete, unloading I stacking
remforcement ~tee! inserts and jack rods.
The inte rmediate decks (in te rnal and
external) were used for jack operation,
im;pection ot water levels on each yoke,
ISec Figure 19) compaction of concrete and
for YMious other activities such as those for
reduction of radius, wall thickness, and
tying of reinforcement steel. The lowest
"' decks (interna l a nd external) were mainlv
used bv masons for rendering the concrete
surfaces. Perforated prpes located below
these decks were used to spray curing
wa ter on the concrete surfaces. Wa ter was
-;upplied to the required clevationbv means
of two multistage 150m head pumps,
connected in series.

The entire operation was extremely

ha.~:ardous, and consequently ti me flg11r< IS . Vrc-wofJ rxtmrnt platfi•mts Ll/>lipfurm rtwk.

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consuming, in view of the height and the
fact that construction activities around the
chimney area had picked up. At an elevation
of 168.80m, it was no longer practical to
continue with the configuration of spider
beams, described as the internal diameter
which had reduced to 11.514m from
18.420m, and it was necessary to re-adjust
the yokes as the shutter pia tes were
developing greater frictional resistance
because of the increase in the curvature of
the plate as a result of a reduction in the
circumference. The spacing between the
yokes of 1.93m on the inner face at the start
of the sheU reduced to 1.20m at an elevation
of 168.80m.
A total stoppage at 168.8m was achieved in
48 days - 30 days for the re-adjustment of
the slipform spider beams, and 18 days for
the erection of an intermediate platform for
enabling masonry work. The main trusses
were not disturbed. Two of the four spider
beams between the main trusses were Figurt l9 : Water tm-1 IS.. orrowl on thl yokt of sJipfom•
removed (See Figure 20) and the other two ""''*·
re-arranged symmetrically. The excess
lengths of the main truss and the spider beam were gas cut and lowered. [t was no longer
possible to place two jacks next to each other as the shell thickness was to reduce to
200mm from 254mm onwards. Two 6 t jacks so placed one above the other (See Figure 21)
on all main yokes, and one 6 t jack was palced instead of two 3.5 t jacks on spider beam
yokes. Therefore, totally, twenty four 6 t jacks were used in the second stage.

p;,
ljl'li
~I.
.,)·::ill!r rl') .·
'I ~If '
.' ' '

F(~urt 20: Disnumtlmg m:l111111ts of s/ipform u.vrk at figurt 21 ; M:zill hydmu/1< jad (3 I ozpacily t«h) plaad
£t 168.80 m. one o11tup oftlreotlrtrfor V<rlical nravmttnt due to rtdudion
i11 tlrickm'$S of tile clrimney s/rt/1 at lriglra tlerxrlions.

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 Vertical alignment was monitored by the
use of hvo self levelling lasers placed
diametrically opposite each other. The lasers
were fixed on the ch imney raft within the
s hell, and were focused on two fixed target
pla tes (See Figure 22) attached to the soffit
of one of the main trusses. This arrangement
was changed when the chimney height
reached 190m as the laser rays were
obstructed by the lower inner s lipform
platform because of the red uction in the
' diameter of the ch imney. The lasers were re-
arranged and brought inside, keeping the
~target on the same truss.

Alignment was maintained by inducing

minor tilts in the p latform by su itably
adjusting the throw of the individual jacks.
The slipform assembly tends to shift in the
direction where the level is lower. The tilt
induced was only 50rnm across the diameter
and the shifts observed on the target plates Figurt 22 , (Jrs(r lorgtf (Set arrow) IOCIIItd btlaw lht
slipfom• plnlform.
were generally within the limits specified.

CONCRETE MIX DESIGN AND QUALITY CONTROL

As is true for any structure, a satisfactory result is predominantly dependent on the

concrete mix delivered to the form. The chimney shell required four grades of concrete,
with M 450 being the highest grade used. The concrete mixes also required high
durability, excellent workability and cohesion. Strict supervisory control at site was
provided rotmd the clock to monitor the hatching, mixing, handling, p lacing, compaction
• and curing of concrete. Adequate precautions were taken and the most appropriate
concrete mixes were selected from 90 trial mixes taken with various cement contents,
dosages and types of additives, for different workability I strength requirements.
Regular checks on aggregate grading, silt content and cement strengths were maintained
to assure that necessary adjustments of mix parameters could be done without stoppage
of work or sacrificing quality. Initially concrete, wi th 75m m workability;was fotmd
adequate. However, in dense reinforced areas (near the openings) and at higher
elevations, it was preferable to use a higher workability. Therefore, the workability was
increased suitably, but limited to 150mm as and when required (See Figure 23).
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 cone.
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r-~~--~----------,_----- ,~ ----~~,_+-,_---+~~
CQI.IPlfTEO 27S~ MSt<fll
720 11

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£l(lo lbj

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2&7-88 T 21i0.00 9

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12·7-88 ., 250.0 210

1·7-88 91!! JICI( ROOS EXTIIACTION 9 2330250 su.w

a;, JICI( ROOS EXTIW:T1()H 110. .
9 225.0 269
SHUTTER PWe ClEAAING ANti
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 STOPPAGES DURING SLIPFORM WORKS

A stoppage during slipfonn work

upsets the rhythm of the work and
endangers the quality of concrete
and so should be kept to an absolute
minimum. However, economic,
technical and design considerations
often make certain stoppages
unavoidable. Stoppages can be
mainly classified in two categories:
the foreseen and the unforeseen.
(See Figures 24, 25 a11d 26!
lrgurr 14 : Stolislio>l 1!11• on 11unr~ <f Slopp1~
UNFORESEEN STOPPAGES - - - -- --,
0 Bending of jack rods and their
shortage at site.
0 Cleaning of fonnwork plates
and concrete repairs
-..l Passenger hoist failure.
Q Disorganisation I disruption
during shift changes.
0 Heavy ra ins.
Ll Festival I bandh holidays.
0 Problems on concrete winches.
0 Electrical faults. Figurr 25: Stalislicvl dDio 011 dur11t0m (dDys) ofSi<~pJMgts.
0 Fixing of reinforcement m
dense areas.
I u Fixing of reinforcement in
""' corbel locations.
0 ¥isceUaneous.
•
FORESEEN STOPPAGES
0 Erection of working platforms
for masonry.
0 Hoist installation I winch
repalcement.
0 Reduction of yokes and
removal of slipform plates.
Figurr 26 : stotislioJJ lht• 011- p Sl<lppo$f>.

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---~-

0 Jack rods extraction.

0 Replacement of double drum passenger hoist winches.
0 Fixing of electrical conduits and inserts.

A perusal of the data on the various types of stoppages reveals that the duration of
foreseen stoppages is almost 66 percent.lt is felt that if a light crane for lifting materials,
in addition to a material hoist, had been provided at the top, it would have reduced
the period of the foreseen stoppages considerably besides reducing unforeseen stoppages
as was observed during the construction of the CN Tower. A light crane would be
particularly useful during an emergency or during a particular phase I area of work
where the critical item is the transport of material. For the CN Tower, in addition to
a light crane, a total of 55 helicopter flights were made in 31-2 weeks to facilitate the
removal of the crane and slipform assembly, and to erect the TV anteru1a mast sections
at the top. By using helicopter, it was estimated that almost five months of construction(_
time was saved.

However, if data given in Figure 24 is reviewed, the number of foreseen stoppages only
constitute about 11.5 percent. This means that during the construction there were many
more stoppages than envisaged. The most striking is the disorganisation and disruption
caused during shift change and breakdowns on the concrete winch.

The problems were minimised by developing fresh labour on staggered shift timings.
The frequency of stoppage on the hoist was to a large extent due to the provision of
fail-safe electrical interlocks, instaUed for safety purposes, which to a certain extent was
inevitable. The frequency of stoppages and breakdowns on the winches was almost
negligible at higher elevations.

However, the need for sophisticated equipment does exist. For instance pumping of
concrete was done for the Kirishi d1imney in Leningard, which must have resulted in
reducing manpower and avoided the down time caused by the concrete hoist.

Apractical, construction-<>riented design philosophy would greatly reduce construction

time. For instance, if the air gap for corbels is provided at the locations of the yokes
as was done after the first corbel level, the placing of dowel bars becomes a lot easier
and does not result in stoppage of slipforming work at corbel locations. However, in
advanced countries the lining consists of a self-supporting, steel liner inside the shell
and so dispenses with U1e corbels.

A reduction in the thickness of U1e wall and grade of concrete at the top certainly proves
economical but it creates other problems like buckling of jack rods (See Figure 27),
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 problems of placing, wastage of concrete
and the overall quality of the concrete finish.

Similarly, a large reduction in the diameter

and tap"r of the shel l can cause considerable
friction on the s liding forms resulting in a
poor finish due to dragging. The necessity
of a dangerous operation of reduction
rearrangement of yokes of the slipform
assembly at considerable height also needs
to be critically reviewed by the designer.
The reduction in the diameter to 7.2m at the
top was also problematic as, after allowing
for the openings for three hoists, a very
small portion was avai lable at the top
working platform for handling
reinforcement and concreting. 13ecause of
this the reduction in diameter is limited to
50 percent and for large chimney the top
diameter is not generally less than 10m.

However, in countries where a variety of F;gurr 27 . lltnt jt.rdc rod dut to lllidllwnnl sti'<SSt$ atl~S'd
construction and handling equipment are during tht slrpfonning optnrtions.
easily avai lable, working a t heights is less dangerous and the manpower requ ired
considerably less.

It can be seen that the major contribution to the number of stoppages, was d ue to the
disruption caused by shift change (40.9 percent) which to a certain extent was inevitable
and due to teething troubles experienced in the early stages on the fail safe devices
\._.. provided for the winches.

Manpower had to be supplemented to meet the stopfall time and again. However, for
all proble!'lls there are reasons and solutions, but if a sl ipform work is to be operated
successfully, then foreseen stoppages have to be reduced and unforeseen stoppages kept
to the minimum. Besides, safety has to the given a priority in high-rise structures.

SAFETY

Safety is a prime factor during the construction of high rise structures. In

add ition to the hand ra ilings provided, platforms were covered with nylon netting
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 (See Figure 28) which to a great extent prevented the fall of materials and made the
workers feel more secure, All approaches leading towards the opening for access to the
hoist were also properly covered and protected.

The passenger lift had a double drum (See Figure 29).lt is also suggested to use a double
drum for the material hoist. This is because often workmen travel in material hoists as

Figurt 28: Sllfrty ntl around • chimney shdl fomrrDOII: Figurt 29 : l»uhlc d,;,m wutdo for possmgu holsl
well. A limit switch was provided for overun on all the hoists. Also an emergency stop
switch was provided near the winch operator and on the platform. The passenger and
material hoist also had emergency stop switches and door interlocks inside the cage.
A voice communication facility using VHP was provided. The use of helmets was made
compulsory with absolutely no exceptions. This was considered well worth the effort.
Continuous power supply was ensured by providing two independent parallel power
supply cables to the platform and to the winches with an easy changeover arrangement
from one source to another.

Human endeavour is geared towards breaking records and achieving greater heights.
In any construction feat there is always feam work that counts where each member plays
a key role to make it a success. Besides, for every first there are more problems and
mistakes made while achieving the goal. It is for those who follow later, not to repeat
them and achieve their goals faster and in a better manner.

Tire I ext of Ill is wrile rlp lias been taken from tile Concrete Day Lectrms Sponsored lry Gujaral Ambuja
Cements Ud. and deliDmd lry Mr. C. M. DORDl at Bombay (on 11th Nw. 1989) and Alrmedabad
(on 27t/r fan. 1990).
Mr. C. M. Dardi was in charge of t!rt QUillity Assuran~ and Quality Control Department of tire 500
MW Unit 6, Trombay Projro ofTata Electric Cos. and is pnsmtly working as Sr. General Manager
(Tedrniall Services) of Gujarat Ambuja Cements Ltd. at Bombay.

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 Comprehensive list of booklets published by
Technical Services

1. Economic Usage of High Quality Cement Aug. 1994

2. Ordinary Portland Cement -Physical & Chemical Properties Jan. 1996

3. Equipments for Transporting & Placing Concrete Feb. 1996

4. Brick Masonry & Plaster (HINDI & MALAYALAM) Feb. 1996

5. Aggregates for Mortar & Concrete May 1996

6. Batching & Mixing of Mortar and Concrete Ingredients (SINHALA) Jun. 1996

7. Concrete Transportation & Placement Jul. 1996

8. Concrete Compaction Aug. 1996

9. Quality Control of Concrete Works Sep. 1996

....
r 1<.,

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