Construction of Bridge

[Link] Kothari
Assistant Professor
Civil engineering department
Nirma university
 Factors Affecting Selection of Bridge
construction Methods

The principle factors considered by the design team when

choosing a suitable method of construction are given below:

 The scale of the bridge

 The obstacles to be crossed
 The regularity of the span lengths
 The horizontal and vertical profiles of the bridge decks
 The nature of the soil strata
 The local weather
 The local cost of materials
 The local labour markets
 The accessibility of the site
 The time allowed for construction.
 Bridge Construction
Methods

Cast in Place Precast/Fabricated Movement Methods

Segment by Incremental
Span by Segment Rotation Translation
Launching
Span

Span by Short
Span Segments
Cast in Situ

Segment by Long
Segment Segments Pre-Fabricated
 Segmental
Construction

Method of
Casting
construction

Balanced
Span by Cantilever
Precast In situ Continuous
span /
Cantilever
 Cast in Movement
Precast/
Place Methods
Prefabricated
Bridge deck Cast in place Fabrication yard Fabrication yard
faraway from the on bridge site
bridge

Falsework Moves from Does not move, Does not move

span to span stays at yard
Formwork or Moves Moves Does not move
bridge
equipment

Bridge elements Does not Moves Moves

during move
construction
SPAN BY SPAN METHOD
 Span by Span Method
 Decks are begun at one abutment and constructed
continuously by placing segments to the other end of the
bridge.

 Segments can be positioned by either a temporary staying

mast system through more commonly using an assembly
truss.

 Today it is considered to be the most economic and rapid

method of construction available for long bridges and
viaducts with individual spans up to 60 m.
 SPAN BY SPAN CONSTRUCTION

• Suitable for spans between 20 m to 50 m

• Launching machines /
Cranes required for
erection.
• Advantages:
Reduced traffic block & in-situ work Higher
speed with quality
Precast/Prefabricated Construction –
Span by Span

Launching truss method

Eerection of precast beams lifted from the ground

Precast/Prefabricated Construction – Span
by Span

Launching truss method

Erection of precast beams delivered from the deck

 Construction Sequence
Step 1:

The launching truss on three supports is anchored to roller groups

located on pier 2 (P2) through carriage C2, and hoists A1 and A2 are
located as shown.

The transport vehicle (MAFI) supporting the girder stops next to hoist
A2, which hooks and lifts the girder up.
 Construction Sequence
Step 2:

Hoist A2 moves forward so as to allow hoist A1 to engage the rear

part of the girder, as shown.
 Construction Sequence
Step 3:

Hoists A1 and A 2 move forward holding the girder and stop in the
final position between the two piers, as shown.
 Construction Sequence
Step 4:

Hoists are anchored to roller groups R2 and R3 with the anchor

devices X1 and X2.

Carriage C2 is released and now the launching truss is free to move

forward, as illustrated.
 Construction Sequence
Step 5:

The launching truss is stopped in the new position, symmetrically

located between piers.

The launching truss is fixed by anchoring carriage C1 to roller

groups R 2, as shown.
 Construction Sequence
Step 6:

Finally, anchors X1 and X2 are released, as shown in Figure.

All transversal and rotational movements of the launching truss are

now possible.
Precast/Prefabricated Construction –
Span by Span

Lifting precast concrete or steel beams from the ground using cranes
 Precast/Prefabricated Construction –
Span by Span

Precast full width span construction using mobile carriers (from the
previously constructed deck)
Bridge construction using mobile carriers
19

 [Link]
Span by span segmental Method

 Bridges, that are typically concrete box structure

types, constructed using repetitive elements that
are progressively connected together to form a
completed structure.

 Construction Load Cases are particularly critical

considerations in developing the design and
building methods for segmental bridges.
What is PRECAST segmental construction?
21

Precast Segmental Construction

• Superstructure is pre-cast in slices of manageable
sizes.
• Slices packed against each other and stressed
together - integral structural capability
• Accuracy of matching surfaces ensured by
casting against each other during pre-casting
stage.
 CONCEPT OF PRECAST SEGMENTAL CONSTRUCTION
22

Pier
23

 [Link]
WHERE SEGMENTAL CONSTRUCTION IS USED ?

Whenever need arises for reducing the in-situ work

Whenever space constraint make it impossible to

provide staging

Whenever we need to allow traffic underneath even

during construction

Whenever need arises for high quality and speed of

construction
WHY SEGMENTAL CONSTRUCTION IS PREFERED?

Box girder
- planning of USLG for stations
(Cycle time :2days/span)

Construction Segments cast &

cost stacked parallel to
foundation and pier

Flexibility Fast
progress

Suitable for varying span

lengths

Curved Minimum
alignment disturbance
ADVANTAGES IN PRECAST SEGMENTAL CONSTRUCTION

 Controlled high quality concrete

 Speed in construction
 Reduction in shrinkage and creep
 Greater accuracy
 Space below deck available for traffic during
construction
DIS-ADVANTAGES IN PRECAST SEGMENTAL CONSTRUCTION

Inaccuracies could create serious problems

Discontinuity in reinforcement

Elaborate casting yard, mould

Investment in special handling
equipment

Not viable for smaller projects

More expensive
Art of casting concrete into
structural members under factory
conditions and then brought to the
construction site.

Cast segments are a major

advantage of segmental
construction
High quality control
Speedy Construction
Reduction in
formwork/Scaffolding
Required shapes
Material saving
Reduction of Wet
Concrete at Site
Durability
Aesthetical
Appearance
 Strong back of Rebar cage Shuttering of Segment casting
Rebar Jig

Segment Casting Segment Stacking Segment Transportation

 Survey Tower Casting of RE wall Panel

Strong back for Segment Stacking of RE wall panel Vertical Casting of Strut
 Pier head Segment Casting of Running Segment Match Casting of Segment
Casting

Match Casting of Curved Segment Stacking of segment

Two methods of segment casting
are available:

Long line
casting

Short line
casting
Long line casting

• Entire length of span shall be

casted on a bed without
repositioning of segments
• First segment will be casted
between movable
bulkheads at one end and
previously casted segments
at other side.
ADVANTAGES

• Any vertical/horizontal curve is possible

• Accuracy is more
• More suitable for continuous span

DISADVANTAGES
• Time consuming
• Standardization should be in very high level
Short line casting

• Casting segments one at a

time in a casting cell
between two bulk-head.

View of Short Line Mould

Pier Head Segment
ADVANTAGES

• Much smaller space requirements,

• Centralised production
• Adaptability to variation in geometry
• Ability to reuse form many times

DISADVANTAGES

• Requires accurate placement of the match-casting segment

• Post-casting geometry observations

• Precise surveying skills and equipment required

 2 1
CAST NEXT CAST FIRST MATCH CAST UNIT

TROLLEY

MOULD BOTTOM

TO STORAGE

BULK HEAD

3 1
TO BE CAST
2
ALREADY CAST

TYPICAL SHORT-LINE PRECASTING OPERATION

New segment’s fresh concrete is cast against the hardened
concrete of a previously cast segment

Joint is almost invisible when the segments are reassembled

during erection

Bond breaker applied to ensure separation of segments

 PRECISE SURVEYING

 MULTIPLE TRANSFER OF CO-ORDINATES FROM ONE SYSTEM TO ANOTHER

 From global co-ordinate system at actual location to local co-ordinate

system at casting location

 From local system at casting yard to global system at erection location

after correcting for errors
TRANSPORTATION OF SEGMENTS
TRANSPORTATION OF SEGMENTS
TRANSPORTATION OF SEGMENTS
CAST IN PLACE(SITU) CONSTRUCTION

SPAN BY SPAN METHOD

A1 - Stationary systems from the Ground
 Stationary systems from the Ground
• method accommodates any deck curvature and most cross -
sectional shapes, including box section, slabs, and beams
• used for any type of concrete and fits well with
complicated configurations
• preferred for moderate heights of around 10 m above ground
• requires full accessibility to the ground to allow system
erection and dismantling. This method may not be preferred in
crowded areas
• There should not be any obstacles on the ground to hinder system
erection and the ground should be able to sustain
loads transmitted by the false work and should be without much
variable in level.
• Cranes are generally used to help during erection.
 Construction Sequence

• Prepare Ground - clearing, grubbing, leveling

• Falsework is normally constructed in small towers constituted by
the proprietary system elements and connected together using pipes,
connectors, and cross bracings
• The levels of the formwork should be adjusted to cater for the
deflections that will occur due to the soil and falsework (i.e., by
creating camber)
• After erecting the formwork, steel reinforcement and pre-stressed
cables are fixed before placing the concrete.
• After the concrete gains the required strength, the system is
dismantled and transported to another span and the same cycle is
repeated
 A2. Stationary formwork elevated on bailey truss or
similar supported on bridge column
• elevated platform is installed and supported either on Bailey towers,
with limited occupancy of the ground, or on brackets attached to bridge
piers.

• platform may be totally assembled on the ground and then lifted into
position or assembled in position

• The main components used in this method are pier brackets or Bailey
units, steel beams, false work and formwork

• used for any span length provided that intermediate Bailey towers are
provided every 20–25 m.

• It can be used for heights up to 25 m and for any type of concrete.

 A2 - Stationary formwork elevated on bailey truss or similar
supported on bridge columns

• Execution requires access to allow system erection and

dismantling
• This method generally results in less interference with the
public compared with the previous one.
• Execution requires skilled laborers for assembly and erection of
the framing on the ground.
• system components are durable and suitable for reuse several
times
• requires less construction time compared to previous method
 vertical Bailey

steel beams used as shuttering supported on vertical Bailey trusses

set as shoring supports.
Figure shows a Bailey truss supported on brackets and temporary
support at the middle
• Gantry falsework - ULMA Construction

[Link]
WMOc5Sw
Cast in Place Construction – Span by Span

Tunnel formwork on rollers

Movable Scaffolding (Traveling Formwork)

 The superstructure can be constructed regardless of the ground

conditions, so obstacles have little effect on construction except
during erection and dismantling, where cranes are required.
 Execution is mostly done on the superstructure with little
interference with the public.
 The system may be reused after modification for similar projects.
 Bridge design should take into account the effect of brackets on piers
and the effect of supporting the whole system on the superstructure.
 The system is considered the most appropriate for concrete bridges of
moderate spans ranging from 40 to 70 m.
 The movable shuttering system satisfies local needs for concrete
bridge construction in an urban environment, practically without
infringing on traffic or the property below.
Components of Movable Scaffolding
 Construction Sequence
Step 1: shuttering was assembled on an existing bridge
box girder constructed with the traditional formwork.
Step 2: The shuttering was hydraulically pushed until
supported on the existing bridge box girder and Pier
Step 3: concreting phase was started by casting the
bottom slab of the bridge box girder.
Step 4: The bottom slab was cured for 24 hour
Step 5: then a formwork was laid down on the bottom
slab to cast the web and the top slab of the bridge box
girder
 Construction Sequence
Step 6: The webs and the top slab were cast and then the
pre-stressing operation was carried out using a pre-stressing
jack of 50 tons with a stroke of 100 mm. The pre-stressing
process was started 3 days after casting the top slab and
webs. It was carried out for the whole box girder at the same
time.

Step 7: The stepping shuttering was opened and advanced

using groups of hydraulic jacks. The advancing process was
performed in several increments until the system was
supported on Piers A and B

Step 8: The stepping shuttering was prepared to cast the next

bridge span
Travelling form below the deck
(Underslung)
 2. VIDEO OF MOVABLE FORMWORK
[Link]

3. VIDEO OF MOVABLE FORMWORK UNDERSLUNG

[Link]
Cantilever/Balanced Cantilever
Method
 Cantilever/Balanced Cantilever Construction
(Precast –or Cast-In-Situ Technique)
• Does not required any
temporary structures/false
work
• Suitable for spans between 50
m to 250 m
• ‘Bridge builder’ Progresses
from pier on either side in
balanced manner
• Relatively slow method
• Suitable for bridge with
greater height
• Suitable in congested project
site, water , rail crossing
Balanced Cantilever construction using two form
travellers (cast-in-place technique)
In this method, the superstructure is constructed in
segments using two form travelers, one at each
side of the bridge superstructure.
This method is used mainly when there are
obstacles on the ground.
It can be used regardless of the ground condition.
Cranes are required to erect and dismantle from
travelers and during operation.
The bridge is executed in segments. The length of
each segment usually ranges between 3 and 5 m.
The system is integral, in the sense that it requires
limited help from other equipment except for
handling construction material, erection, and
dismantling.
This method can be classified as machine intensive;
thus, it is relatively expensive and requires high
initial investment.
The travelers can be used several times for similar
jobs after modification.
precision required in this method mandates using
highly skilled labour
It is obvious that the construction stages have a
direct bearing on design
 [Link]
 [Link]
aced+cantilever+bridge
 Construction Sequence - starts from bridge piers to
the cantilever ends

1. The first section of the bridge superstructure that is

constructed is called the strump, as illustrated.

2. The length of the stump usually ranges between 10 and 15 m

and there are a number of methods used in constructing it,
either using stationary false work and formwork or using
Bailey panels to support the false work and formwork.
2. The form travelers are erected on both sides of the strump and
moved progressively.

Steel reinforcement and pre-stressing ducts are installed for

each segment.
The segment is concreted and after concrete gains the required
strength pre-stressing cables are stressed and the form
travelers move to stage 3.
As construction proceeds, the continuity cables are inserted
progressively and stressed across segments. The work
proceeds symmetrically from both ends of the cantilever to
ensure balance as illustrated.
One of the two form travellers is dismantled and the other one advances to
support the central gap at mid span

Steel reinforcement and pre-stressingducts for the bottom slab are

installed and then concreting takes place.

The pre-stressing cables in the bottom slab should be stressed to

cater to continuity stresses and the remaining form traveler is
removed from the bridge.

Following slide illustrates all the stages of the bridge construction

up to the last stage when casting the closure segment.
There are two important issues that should be highlighted:
1. Careful consideration for camber calculations is required to ensure
that the two sides of the superstructure and central gap match. The
contractor must also observe any differences during construction and
report them to the designer so that calculations can be adjusted.

2. The superstructure must be fixed to bridge piers during

construction. If not, temporary fixation is required. This
connection can be removed after finishing the central gap.
Balanced Cantilever construction using one form
traveller and stationary system (cast-in-situ
technique)
The main components in this method are one form traveler and
stationary system. Concrete blocks are normally used to balance
the weight of the form traveler on the other side.
The construction sequence is as follows:
• The stump is constructed using one of the previously stated
methods.
• After constructing the stump, the form traveler is erected at the
same time with stationary falsework on the other side.
• To counterbalance the effect of the loads resulting from the form
traveler’s weight, a number of concrete blocks are placed on the
previously finished section of the superstructure.
• The blocks are mounted on steel I-beams on the top slab. The
number and arrangement of the blocks should be determined by
the designer.
• As the form traveler moves forward to the next position, the
concrete blocks are transported to the next section on the other
side of the cantilever.
Cast in Place Construction – Segment by
Segment Construction

Cantilever construction using cables

Cast in Situ Construction – Segment by Segment

Cantilever construction using Launching Gantry

Incremental Launching
Method
 Incremental Launching Method
 Incremental launching of bridges can save time, money, space
and disruption while easing access and delivering a high quality
finish.
 The incremental launching method is particularly suited to the
construction of continuous post-tensioned multi-span bridges.
 It involves casting 15-30 m long sections of the bridge
superstructure in a stationary formwork behind an abutment and
pushing a completed section forward with jacks or friction
launching system along the bridge axis.
 The sections are cast nearby and then stressed together.
 The superstructure is launched over temporary sliding bearings
on the piers.
 To keep the bending moment low in the superstructure during
construction, a launching nose is attached to the front of the
bridge deck.
 The main advantages for using this construction methodology,
84rather than other traditional methods, are:
 Minimal disturbance to environmentally sensitive areas
 Smaller assembly zone required
 Greater safety during construction which is mainly carried out at
ground level
 Economy of transportation and general reduction in construction
elements
 Higher quality finish and performance derived from easier
working conditions and repeatability of tasks
 Ease of access to restricted or limited sites – such as over rivers,
deep valleys, road or train lines, in poor soil conditions or
environmentally protected areas
 Although its significant advantages make using this technique a
highly attractive option, certain aspects require a high level of
expertise – both in terms of people and equipment –
Bridge Construction using
Movement Methods

Horizontal incremental launching using steel nose (deck pushing

system) – cast in situ
 Bridge Construction using
Movement Methods

Horizontal incremental launching for medium spans using temporary

support - cast in-situ
This system works by pushing previously casted concrete elements
from the casting area to the required span.
The main components are:
Temporary columns to support the formwork at the casting area; A
steel nose is normally used to minimize the cantilever length of the
segmentsduring pushing,accompanied by asystem of
jacks.
Other accessories are also used such as Teflon
sheets and grease.
The method is used for box cross sections.
It can accommodate limited constant horizontal
curvature of the deck.
It works regardless of the ground, so it can be used for any height
superstructure except for the casting area, where the height should
enable casting the segments.
The segment length usually ranges between 15 and 30 m.
The bridge is pushed in the direction of down grade (if available) to
reduce resistance to pushing.
This method is used for prestressed concrete.
It can be used to cross most obstacle types. Ground conditions have
limited impact as the system is totally supported over bridge piers
normally.
Although this method can be described as machine-intensive, it is
not generally expensive.
This method requires skilled labor and experienced staff and the
design is highly affected by the construction stages.
 Construction sequence
1. A casting area is prepared at one end of the bridge. Two casting
areas may be required, one at each end of the bridge, depending
on the bridge length.
2. After concreting the segments, the formwork is stripped and a
lightweight steel nose is fixed to the segment front to limit the
moments due to the cantilevering effect.
3. Bridge bearings are provided with temporary sliding bearings
made up of steel or concrete with a stainless steel surface and
side guiding plates to keep the superstructure to the correct
alignment.
4. The bearings are coated with Teflon on the sliding surface to
facilitate sliding with minimal friction.
5. The formwork in the transverse direction
is supported on four
temporary columns and two temporary beams.
 Construction sequence
6. Each segment is usually concreted in two stages, the bottom slab
and webs and then the top slab.
7. The temporary beams are equipped with hardwood at the top
to facilitate the pushing process.
8. After pushing the first segment to the required position, the
second one is concreted over temporary columns, the segments
are prestressed, and the same process is repeated.
9. After finishing the prestressing, the temporary bearings should
be replaced with permanent ones.
10. However, the modern practice is to use permanent bearings
during construction as well.
Segmental Construction Methods

SPAN-by-SPAN (Precast)
CANTILEVER (Precast or Cast-in-Place)
Balanced
Uni-Directional
INCREMENTAL LAUNCH
What is PRECAST segmental construction?
97

Precast Segmental Construction

• Superstructure is pre-cast in slices of manageable
sizes.
• Slices packed against each other and stressed
together - integral structural capability
• Accuracy of matching surfaces ensured by
casting against each other during pre-casting
stage.
ADVANTAGES IN PRECAST SEGMENTAL CONSTRUCTION

Controlled high quality concrete

Speedy construction

Greater accuracy

Reduction in shrinkage & creep

Space below deck available for traffic

during construction