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BRIDGE CONSTRUCTION
BY
Dr. Ahmed Abdel-Atty Gab-Allah
(Zagazig University)
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Bridge Construction
OUTLINE
1. INTRODUCTION.
2. BRIDGE CONSTRUCTION SYSTEMS.
3. BRIDGE CONSTRUCTION IN EGYPT.
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Bridge Construction
1. INTRODUCTION
Importance of bridges.
Objective:
Review latest bridge construction systems.
Scope:
Highway bridges (90%).
Prestressed concrete (most recent developments).
Superstructures.
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Classification of Prestressed Concrete Bridges:
Category Method of Construction
Pre-tensioned Girder
Erected with Cranes
Bridges
Erected with Launching
(I- or T- Beam) Girders
Cast in-situ:
On Falsework
Cantilever Segmental
Span by Span
Post-tensioned Bridges
Precast:
Incremental Launching
Cantilever Segmental
Span by Span
Cable-Stayed Bridges
Incremental Launching
Free Cantilever
Suspension Bridges
Balanced Cantilever 6
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Latest Bridge Construction Systems:
System
Description
Code
A Precast, Prestressed Concrete Girders
Incremental Launching Construction
B (Deck Pushing System)
Cast-in-place,
C
Balanced Cantilever Construction
Precast Segmental,
D Balanced Cantilever Construction
E Flying Shuttering System
F Cable-Stayed Bridges
G Suspension Bridges
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Suitability of Bridge Construction Systems:
Sys. Site Structure Span Lengths Structure Other Aspects
Cond. Level Depth
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(A) Precast, Prestressed Concrete Girders
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(A) Precast, Prestressed Concrete Girders
Construction Sequence:
Casting of girders in a casting yard.
Transporting girders to their spans by means of trolleys.
Carrying girders by launching truss which is positioned over
respective span.
Erecting girders into their final positions.
Casting of deck slab.
Moving launching truss forward to next span.
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(A) Precast, Prestressed Concrete Girders
Advantages:
Economy, speed, and improved quality of mass production.
Sharp curvatures & superelevations.
Inaccessible sites.
No interference with traffic.
Disadvantages:
Casting yard, transport and erection equipment.
Unsuitability for complex roadway geometry.
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(A) Precast, Prestressed Concrete Girders
Post-Tensioning of Girders 14
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(B) Incremental Launching (Deck Pushing)
System Concept:
Superstructure segments are cast in stationary formwork in a
casting yard located at one end of the bridge.
After each segment is completed, the superstructure is pushed
forward to the other end of the bridge.
In case of long superstructures, two casting yards (one at each
abutment) may be provided.
In this case, the superstructure is pushed forward from both
abutments towards the center of the bridge.
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(B) Incremental Launching (Deck Pushing)
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(B) Incremental Launching (Deck Pushing)
Construction Sequence:
Construction of casting yard(s), including formwork and
launching nose.
Installation of pushing and/or pulling systems, and temporary
bearing blocks.
Construction of superstructure.
Disassembling of formwork, pushing and pulling systems, and
launching nose.
Demolition of casting yard(s).
Erection and stressing of post-tensioning cables in
longitudinal girders (webs).
Replacement of temporary bearings by permanent bearings.
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(B) Incremental Launching (Deck Pushing)
Advantages:
Inaccessible sites.
Riding learning curve (Repetitive operations).
No interference with traffic.
Disadvantages:
Casting yard and pushing equipment.
Increase in longitudinal prestressing (cantilever moments).
Large labor force during launching.
Unsuitability for complex roadway geometry.
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(B) Incremental Launching (Deck Pushing)
Construction Sequence 21
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(B) Incremental Launching (Deck Pushing)
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(C) Cast-in-Place, Balanced Cantilever
Main System Components:
Form Travelers: Consist of main frames, guide rails, and
suspended platforms. Main frames run on upper guide rails and both
frames and rails are attached to finished portion of superstructure by
means of tie-down anchors. Forms are suspended from main frames;
they can be stripped in a single operation by lowering main frames.
Pier Brackets: Used to provide support for the formwork of pier
tables. If a pier is low, pier brackets may be supported on pier footing
or directly on the ground. But if a pier is high, pier brackets are
usually built out from the pier cap and pier shafts.
Local Bracings: Required for closure pours.
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(C) Cast-in-Place, Balanced Cantilever
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(C) Cast-in-Place, Balanced Cantilever
Construction Sequence (Contd.):
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(C) Cast-in-Place, Balanced Cantilever
Disadvantages:
Special equipment and skilled labor.
High precision required.
Increase in reinforcement (cantilever moments).
Limited length of segments.
Low construction rate.
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(C) Cast-in-Place, Balanced Cantilever
Construction Sequence 30
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(C) Cast-in-Place, Balanced Cantilever
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(D) Precast Segmental, Balanced Cantilever
Erection
Procedure
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(D) Precast Segmental, Balanced Cantilever
Erection
Procedure
(Contd.) 34
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(D) Precast Segmental, Balanced Cantilever
Main System Components:
Formwork: Consists of a rigid outer shuttering and a hydraulically
operated collapsible inner shuttering. Inner shuttering can be
completely removed during demoulding.
Transport Equipment: Precast segments are normally transported
to the site by trailers. Segments should be of transportable size and
weight.
Erection Equipment: A variety of erection equipment types can be
used (such as truck cranes, crawler cranes, floating cranes, launching
girders, cableways, etc.). However, a launching truss equipped with
hoists is commonly used.
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(D) Precast Segmental, Balanced Cantilever
Fabrication of Precast Segments:
To achieve a perfect fit between the ends of adjacent segments,
each segment is cast against the end face of the preceding one.
(This is called “Match-Casting” of segments).
Segments are then erected in the same order in which they
were cast.
An epoxy resin (about 0.8 mm thick) is normally applied to
the match-cast contact surface. It serves as a bonding and
leveling agent that transfers the shear and bending stresses to
the adjacent segment.
Shear keys are usually provided in each web of the segments
to handle erection stresses prior to the epoxy achieving final
strength.
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(D) Precast Segmental, Balanced Cantilever
Erection of Precast Segments:
Precast segments are picked from transport trailer and
launched to their spans by means of launching truss.
They are then lowered to their level where epoxy resin is
applied to the contact surface with the previously erected
segments.
They are finally tied to previously erected segments by post-
tensioning cables.
Segments are erected on either sides of the pier alternatively
(to maintain balanced cantilevers, which will minimize the
out-of-balance moment at the pier).
After the two cantilevers reach mid-span, the launching truss
is moved forward to next span, where it will be ready for
erecting another pair of balanced cantilevers. 37
Bridge Construction
(D) Precast Segmental, Balanced Cantilever
Advantages:
Economy, speed, and improved quality of mass production.
No interference with traffic or navigation.
Low labor requirement for both fabrication and erection
operations.
Adaptability to curvatures and superelevation.
Disadvantages:
Casting yard, transport and erection equipment.
High precision required.
Increase in reinforcement (cantilever moments).
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(D) Precast Segmental, Balanced Cantilever
Construction Sequence 39
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(D) Precast Segmental, Balanced Cantilever
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(E) Flying Shuttering System
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(E) Flying Shuttering System
Construction Sequence:
Erection of support frames.
Erection of form trusses and outer formwork.
Concreting of the box girder floor.
Erection of inner formwork.
Concreting of webs and top slab at one pour.
Partial prestressing of longitudinal cables.
Opening the stepping shuttering, and advancing form trusses
and stepping shuttering to next span using hydraulic jacks.
Preparation of stepping shuttering to cast the next span.
Final prestressing of cables after concreting of all spans, to
make the whole bridge continuous.
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(E) Flying Shuttering System
Advantages:
Long viaducts with short spans.
No interference with traffic.
High construction progress rate.
Disadvantages:
Special equipment.
Unsuitability for long spans.
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(E) Flying Shuttering System
Construction Sequence:
Concreting Phase and Advancing Phase 46
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(E) Flying Shuttering System
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(F) Cable-Stayed Bridges
Cable Arrangements:
Transverse:
(a) Single Plane – Vertical
(b) Single Plane - Vertical/Lateral
(c) Double Plane – Vertical
(d) Double Plane - Sloping
Longitudinal:
(a) Radiating
(b) Harp
(c) Fan
(d) Star
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(F) Cable-Stayed Bridges
Construction Methods:
The selection of appropriate construction method depends on
many factors (stiffness of pylon, cable anchorage system,
possibility of installing temporary supports, maximum length
of unsupported spans permitted by design, and ease of
transporting materials).
Balanced cantilever construction is probably the most
favorable construction method for modern cable-stayed
bridges.
However, other construction methods can also be used [e.g,
Incremental Launching (Deck Pushing) and Free Cantilever
Construction].
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(F) Cable-Stayed Bridges
Stay Technology: Cables
(a) (b)
(c) (d)
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(F) Cable-Stayed Bridges
Advantages:
High clearance for traffic or navigation.
Suitability for long spans.
Less material quantities (smaller depths).
Disadvantages:
High risks involved in bridge construction.
High tech. required (very long span lengths).
High degree of control required on quality, time and budget.
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(F) Cable-Stayed Bridges
Construction Systems:
• Balanced Cantilever.
• Free Cantilever. Free Cantilever
• Deck pushing.
Balanced Cantilever
(Cast-in-Place) 55
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(G) Suspension Bridges
System Concept:
The superstructure is supported by steel suspenders (vertical
hangers) attached to main cables that are stung over the
support towers in the form of a catenary.
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(G) Suspension Bridges
Construction Methods:
Most construction methods for cable-stayed bridges are still
applicable for suspension bridges.
However, the suspension cable technology is different from the
stay cable technology, particularly the anchorage of main
cables, and the connections of vertical hangers to the main
cables.
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(G) Suspension Bridges
Construction Sequence:
1. Construction of towers and precasting of superstructure
segments.
2. Erection of main cables. Strands are pulled by winches and
erected individually using specialized equipment.
3. Installation of cable clamps and hanger rods using cranes.
4. Transporting superstructure segments below their final
position on barges.
5. Erection of segments using erection equipment (erection
girders, for example).
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(G) Suspension Bridges
Construction Sequence: (Contd.)
6. Jacking-up of each segment prior to erection of hanger
bars.
7. Erection of hanger bars and their adjustment to
predetermined lengths to bring the segments into alignment.
8. Interconnection of superstructure segments.
9. Cambering the superstructure upwards by controlled
adjustment of hangers before casting the deck.
10. Bringing the deck to its final level through a final set of
hanger adjustments.
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(G) Suspension Bridges
Advantages:
High clearance for traffic or navigation.
Suitability for very long spans.
Less material quantities (smaller depths).
Disadvantages:
High risks involved in bridge construction.
High tech. required (very long span lengths).
High degree of control required on quality, time and budget.
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3. BRIDGE CONSTRUCTION IN EGYPT
Major Bridge Projects in Egypt
Sys. Major Applications Span Lengths Comp.
(m) Date
A 6th of October Bridge (Ramsis/Ghamra). 33 – 40 1988
Ring Road 9-D Bridge. 40 1998
B Zamalek Elevated Road. 31@25, 2@23.5 1986
Dessouk Overhead Bridge. 34.2, 7@40.7, 5@40, 34 1987
C Al-Giza New Bridge. 104, 2@69 1969
6th of October Bridge. 110, 2@100, 2@70 1976
Abou El-Ela Bridge. 115, 2@69 1986
Rod El-Farag Bridge. 130, 2@75 1990
New Benha Bridge. 120, 2@69 1990
Al-Warrak Bridge 120, 2@60 2000
D Has Not Been Applied
E 6th of October Br. (Ghamra/ Autostrad). 42 1998
Suez Canal Bridge, Approach Spans. 40 2001
F 6th of October Br.(Ghamra/Autostrad). 133 (66.5 in each side) 1998
Suez Canal Bridge, Main Spans. 404, 2@163 2001
G Has Not Been Applied
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Bridge Construction Systems Applicable forBridge Construction
Different Site Conditions in Egypt
System
# Site Conditions System Description
Code
A Precast concrete girders.
Under Running
I B Incremental launching.
Traffic
E Flying shuttering.
C Cantilever carriage.
Across Navigable
II D Precast segmental construction.
Waterways
F Cable-stayed bridges.
Deep Waterways and F Cable-stayed br. (up to 1000 m).
III
Mountains G Suspension bridges (> 1,000 m).
A* Precast concrete girders.
IV At Accessible Sites* B* Incremental launching.
E* Flying shuttering.
* May be feasible for accessible sites, particularly for very high
superstructures (high approach spans and viaducts). 62
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