Incremental Launching Of Steel Bridges

Bernard Shepherd - GHD

SYNOPSIS
There is no shortage of information and papers on the incremental launching technique when
applied to concrete bridges but the same abundance of reference material is not available for
the specific problems of steel bridges, launched with or without their decks in place. This
paper considers four specific case histories - the latest of which was completed during 1999 -
covering a range from twin beam launching to eight beam launching. It develops the
particular criteria and critical design areas specific to the incremental launching of steel
bridges. Of particular importance are the choice of launching bearings and the estimation of
friction values plus the complex question of reactions during launching of multi-beam
bridges. In addition to the four Australian case histories, reference is also made to other local
and international examples.

1. INTRODUCTION

The incremental launching of steel bridges has a number of important differences relative to
concrete bridges. These include significantly lighter weight, greater flexibility and more rapid
response to thermal and dynamic effects. A specific problem is the variability of reactions on
launching bearings for multi-beam bridges.

To illustrate the problems and solutions, four case histories are examined and reference is
made to other examples.

2. BRIDGE OVER PLENTY RIVER - MELBOURNE, VICTORIA

2.1 Location

The bridge over the Plenty River is located at Greensborough in Melbourne's Eastern Suburbs
and is part of the Greensborough Bypass. It was designed by the Road Construction
Authority (now VicRoads) as an incrementally launched steel plate girder bridge. Piers are up
to 25 metres above stream level and erection by crane would have caused extensive
environmental damage.

2.2 Structural Parameters

The bridge comprises six steel plate girders, continuous over 5 spans of 32 + 3 x 38 + 32 m to
give a total length of 178 m. The girders were incrementally launched in pairs with only the
first pair being laterally braced.

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 A number of difficult geometry problems had to be overcome before a final launching system
could be designed. The bridge lies on a parbolic vertical curve which has a transition to a
linear gradient part way across the bridge. One of the axioms of incremental launching is that
the structure must be launched either on a linear alignment or on a constant radius circular
curve.

A circular curve which closely matched the theoretical geometry was adopted for launching so
that the girders could be assembled behind the Diamond Creek abutment and progressively
launched across the valley.

Additional geometric complications were provided by the 15 skew of the piers, 3% crossfall
and non-uniform spacing of the beams. Bearing plates, splice splates and bolts projecting
below the soffit line also caused difficulties for the design of the launching system.

2.3 The Structure as Launched

To minimise the cost of the launching equipment and also because of the geometric
difficulties noted in 2.2 above, it was decided to launch the steel girders in braced pairs
without the deck in place.

This configuration gave the lowest possible launching weight of 150 t total and predictable
bearing reactions.

A nominal launching nose was provided to allow the girders to run on to the temporary
bearings (rollers) without jacking.

2.4 Launching Reactions and Temporary Bearings

The reactions on each temporary bearing were estimated at a maximum of 30 t.

Temporary bearings for launching were selected as 35 tonne capacity polyurethane tyred steel
rollers which had the advantages of not damaging the paintwork and being able to cope with
an unusual "stepped" ramp structure over the bolted splice zones.

5 tonne capacity lateral rollers of the same type were provided for guidance during launching.

2.5 The Launching System

Launching was carried out uphill using twin Freyssinet linear winches known as Guvners.
These linear winches could deliver a 30 t (= 2 x 15 t) launching force.

The steel girders were assembled in two increments behind the Diamond Creek abutment and
a reaction frame was attached to the rear of the girder pairs. 2 x 15 mm diameter prestressing
strands were stretched between the Diamond Creek abutment and a temporary abutment
behind the steel girder assembly area. The independently controlled Guvners then walked
along the strand driving the girders before them. Figure 1 shows the Guvners in action with
power pack and operator.

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The Guvners launched the steel girders at about 20 metres per hour. Normal time for the
launching of a 38 metre span was between 2 and 3 hours.

Figure I: Bridge over Plenty River - Guvners with Power Pack and operator.

2.6 Friction values during launching

Friction values oscillated from as high as 20% to as low as 4% depending on the location. For
example, when going over the splice bolt "steps" the launching force was at the maximum
value.

Near the end of each 180 m launching procedure it was necessary to provide a small amount
of extra launching force to assist the final ride over the splice zone "steps". This was supplied
by a D6 bulldozer.

2.7 Problems and Advantageous Features

2.7.1 Problems

Problems were associated with tyre debonding on some rollers when very high launching
forces were required at the critical launch phase of maximum weight plus passage over the
splice steps.

Even with tyres debonded, the rollers remained intact and still functioned. For the critical
launch phase the small amount of extra load required was easily provided by the D6.

2.7.2 Advantageous Features

The rollers permitted minimum supervision at each pier during launching and allowed easy
launching over steps. The "steps" at splices would not have been a practical solution if
conventional sliding bearing pads had been used.

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 2.8 Credits

Design and supervision - Road Construction Authority of Victoria (VicRoads)

Construction - Thiess Contractors
Launching system design - Formtech and Corcoran Shepherd Consultants.

Figure 2: Bridge over Plenty River - Completed bridge.

3. EUMINBAII BRIDGE - WALGETT, NSW

3.1 Location

The Euminbah Bridge over the Barwon River in the Shire of Walgett forms part of the
upgrading of the Castlereagh Highway (NSW State Highway No. 18). The new steel girder
bridge with a composite reinforced concrete deck replaces an old timber bridge and also
allows the road to be realigned.

3.2 Structural Parameters

The bridge comprises four welded plate girders with welded stud shear connectors. It has a
1 000 m radius horizontal curve with a 4% crossfall.

The bridge is at a constant horizontal level with a main deck level 10.5 m above normal river
level.

There are eight spans, 28 + 6 x 35 + 28 m, giving a total length of 266 m.

The steel plate girders are 1 500 mm deep with a constant 16 mm unstiffened web, a
350 x 25 mm top flange and a 550 x 25 mm bottom flange. The girder cross section increases
at the supports with flange plate thicknesses of 40 mm and 32 mm top and bottom
respectively. The bolted bottom flange splices were detailed to provide a smooth soffit for
launching. This was achieved by using two peripheral splice plates on each beam for
launching, thereby leaving a smooth soffit section over the central part of the beam. The
splicing was completed with a third plate after launching.

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The only bracing between girders is provided by diaphragms at the locations of the bearings.
Each girder is provided with individual pot bearings at the piers and abutments.

3.3 The Structure as Launched

For the same reasons as the case of the Bridge over Plenty River, the contractor elected to
launch the bridge girders in pairs without the concrete deck.

Two spans of girder were assembled for each launch and four temporary vertical cross bracing
frames were provided per span (three in the 28 m span) to ensure that the girders maintained
their correct relative locations. Temporary horizontal bracing between the vertical
diaphragms was installed above the level of the bottom flange in the first two spans only.
Analysis indicated that horizontal bracing could be omitted in the remaining spans except for
the last 28 m span. Lateral stiffness provided by the transverse diaphragms in the
non-horizontal braced spans was adequate for launching. The omission of horizontal bracing
in the five spans reduced construction costs and assembly time.

A rudimentary launching nose was designed to compensate for deflections when landing on
the temporary bearings.

3.4 Launching Reactions and Temporary Bearings

Launching reactions were estimated at 30 t per bearing vertically and 12 t per lateral guide.

Polyurethane tyred steel rollers were selected for the temporary bearing system principally
because they required no individual manpower during launching.

The temporary bearing arrangement comprised a pair of independent frames at each pier and
abutment with a vertical polyurethane tyred steel roller 305 mm in diameter under each girder
and a 210 mm diameter horizontal roller to resist the lateral force. The horizontal rollers were
placed so that the outer flange of the pair of girders had only 15 mm tolerance. The safe load
capacity of the vertical and horizontal rollers was 38.5 tonnes and 17 tonnes respectively.

The assembly area comprised two fixed supports with their own roller systems identical to
those on the piers. In addition, temporary supports were provided on each side of the splice
locations to facilitate assembly.

3.5 The Launching System

The launching force was provided by twin Freyssinet Guvner linear winches of 15 tonne
capacity which moved along 15.2 mm diameter prestressing strands stretched from the
abutment to a rear anchorage. The rear anchorage was capable of resisting the force necessary
to retract the bridge. This would have been achieved by remounting the jacks on the opposite
side of the winch attachment cross head on the launching cradle.

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 Figure 3: Euminbah Bridge - Downstream girders - at pier 6, preparing to secure girder.

The launching was carried out at a speed of approximately 16 to 18 m per hour.

The horizontal curve did not permit the pulling cables to be located between the girders. They
were therefore located on the inside of the curve forming a chord. This resulted in the linear
winches being located eccentrically to the centroid of the beam pair.

The eccentric pull resulted in larger than anticipated asymmetric deflections of the pushing
cradle. The presence of a crawler crane permanently on site allowed the contractor to
counteract these deflections without delay to the launching and without installing intermediate
rollers.

The measured cantilever deflections during the launching of the 35 m spans did not exceed
360 nun compared with the calculated deflection of 380 mm.

No extensive lateral deflections were noted during launching and at each pier the nose landed
on the rollers without any outside assistance.

The exceptionally high rainfall in Autumn 1990 produced record floods closing the site from
April to October 1990. The site was reopened in mid October and was ready to commence
launching in November. The complete bridge was launched in eight separate operations and
placed on its permanent bearings in a period of 10 weeks.

3.6 Friction Values During Launching

Estimated friction values were 10% at start-up and 5% during launching giving a required
launching force of 20 t for a 200 t maximum launching weight.

No difficulty was encountered with start-up force and the rolling friction was less than the
calculated value. The maximum launching force required was 11.8 tonnes which is 5.9% and
the minimum value was of the order of 3%.

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3.7 Problems and Advantageous Features

3.7.1 Problems

The principal problem was the relatively minor one of the asymmetric deflections - ie twisting
- of the launching cradle. The crawler mounted site crane was used to counteract this effect.

3.7.2 Advantageous Features

The configuration of the nose using inverted channel sections, ensured that contact with the
roller was perfectly aligned and about 300 mm from the tip.
The temporary bracing maintained the relative spacing of the girders and no snaking was
observed. Having no need for horizontal bracing in 5 bays enabled a considerable saving
in material and labour.
Flush girder soffits at bolted splice locations which permitted smooth, minimum friction
launching.
The roller mounting brackets were simple and they were easily dismantled. Each
individual part could be manhandled safely and comfortably by one man in the limited
space available on the piers.
The raising of the girders to remove the roller bearings and install the permanent pot
bearings was carried out sequentially from the Angledool abutment and continued back to
the launching abutment without overstress of the girders.
The immediate transfer of the roller brackets from the downstream side to the upstream
side was carried out in a single day. They were simply unbolted and slid across the pier
crosshead.
The launching was completed ahead of schedule and assisted the contractor in recovering
some of the time lost due to the floods.

3.8 Credits

Design and supervisions - RTA (Roads and Traffic Authority) NSW

Construction - Wrightson Contracting
Launching system design - Corcoran Shepherd Consultants.

4. KING RIVER (BRADSHAW) BRIDGE - TASMANIA

4.1 Location

Located near Queenstown, Tasmania, the bridge is part of the deviation of the Lyell Highway
made necessary by the formation of Lake Burbury, the storage lake for the King River Power
Development.

4.2 Structural parameters

The bridge is 324 metres in length, has seven spans (37 + 5 x 50 + 37 m) and provides for two
lanes of traffic. Overall deck width is 9.83 metres.

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 Height of the bridge deck above the King River Valley reaches a maximum of approximately
50 metres. A general arrangement is given in Figure 4.

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4.2.1 Assembly Area Rollers

In the assembly area for the plate girder bridge beams the temporary bearing or roller design
incorporated the smaller diameter (300 mm dia x 150 mm wide) rollers already owned by
Thiess Contractors.

The roller layout was fine tuned in the early stages of launching to arrive at the most
appropriate configuration in view of beam camber and reactions during launching.

A useful component of the system was a set of mobile rollers which could be moved as
launching proceeded.

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4.2.2 Load Sharing at Launch Rollers

For the most severe case of tyre deflection - when launching to pier 4 - the deflections
measured on the 4 tyres at pier 5 were as follows:

Wheel 5A 5B 5C 5D
Deflections 9.5 4.5 7.5 10.0 mm
Load/Wheel at 75D 106 50 84 112 tonnes

which would give a total load of 352 tonnes if the correct material had been used in the tyres.
Since the total load was 200 tonnes at pier 4 the actual loads per wheel were:
60 29 48 63 tonnes
all below the rated load of 70 tonnes or the design load of 65 tonnes.

4.3 The Launching System

The launching was carried out by two hydraulic linear winches, Freyssinet LSO's, each of 48 t
rated capacity at 250 bars pressure.

A mounting frame fixed the linear winches to the rear ends of the four girders and launching
took place as the winches worked their way along 2 sets of 3 x 15 mm strand prestressing
cables running from the east abutment to a deadman anchor at the end of the assembly area.

An essential feature of the system was that - if necessary - the launching could be reversed by
simply inverting the linear winches. The deadman anchor was designed to provide adequate
anchorage for retracting the entire structure.

A feature of the linear winch and cable system was that the entire operation could be
controlled from the assembly area using radio contact with surveillance personnel at the
supports.

Figure 6 shows the combined main rollers (405 mm dia) and lateral guide rollers (150 mm
dia).

4.4 The Structure as launched

To provide a safe working platform for deck concreting, the beams were launched with
precast deck panels in place. Figure 5 shows the precast panels being placed.

4.5 Launching Reactions and Temporary Bearings

With 4 girders all launched at once the launching reactions are indeterminate. The maximum
reaction was at pier 4 during launching and it was decided to use a flexible temporary bearing
to permit redistribution between the four bearings due to the inevitable level differences
between the girders.

Because of the unpredictability of fabrication and assembly tolerances it is not possible to

accurately calculate the temporary bearing loads during launching.

299
 Figure 5: Placing of precast deck panels.
9.5.1 Launching Rollers

Ultra-high load polyurethane tyred rollers - 405 mm dia. x 200 mm wide - were chosen for the
main temporary bearings or launching rollers. The use of these high load rollers was the key
to placing the precast deck slabs prior to launching.

The main rollers were 70 t capacity (65 t rating) individual rollers and are believed to be the
highest capacity wheels of this type ever used in Australia.

The use of a single polyurethane tyred wheel beneath each of the four beams at each support
provided three critical advantages:

The flattening of the polyurethane tyre (approx. 60 nun in thickness) gave a load spreading
effect which assisted in reducing the likelihood of web buckling or crushing.
Consequently, additional web stiffening in the form of longitudinal stiffeners was
necessary only along the thin 12 mm web plates over the central section of each span.
Differential deformation of the four tyres at any one support permitted a redistribution of
load to take up the level differences across the four beams. (A four beam layout is
statically indeterminate and the exact load distribution cannot be predicted).
The polyurethane tyres avoided damage to the underside of the bottom flange of the beams
and allowed all but the final paint coating to be applied.

Figure 6: King River Bridge - Launching Rollers, main and lateral guide rollers.
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4.6 Friction During Launching

The graphical presentation below in Figure 7 shows that the theoretical launching loads
formed a band within the measured loads. Maximum start-up loads were mostly higher than
theoretical but the minimum rolling loads were generally lower.

As a percentage of launched weight, the start-up loads fluctuated from a maximum of 14%
(launch to pier 5) to a minimum of 8% (launch to abutment A). Rolling friction varied from
7% (launch to pier 3) to 3% (launch to pier 6).

100
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Figure 7: King River Bridge - Launch weight versus launching force.

4.7 Problems and Advantageous Features

4.7.1 Problems

There were two problems that occurred during launching; incorrect tyre material on some of
the rollers which subsequently debonded and required re-tyring with the correct material, plus
a "snaking" effect on pier 4 - ie a lateral shift of the girders - which was finally eliminated by
additional lateral bracing at bottom flange level.

4.7.2 Advantageous Features

The launching rollers permitted launching with minimal personnel and no damage to the
girder soffit paintwork.

After launching the rollers were reused to provide a mobile formwork traveller when casting
the outside kerbs and lateral cantilevers on the deck.

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 4.8 Credits

Design and supervision - RTA (Roads and Transport Authority) Tasmania.

Construction - Thiess Contractors
Launching system design - Corcoran Shepherd Consultants.

5. BOURKE STREET PEDESTRIAN BRIDGE - MELBOURNE, VICTORIA

5.1 Location

The Bourke Street Pedestrian Bridge is the main pedestrian access to the new Docklands
Stadium in Melbourne. The bridge crosses the Spencer Street Railway Station and had to be
constructed by launching at night in order to avoid interruption to normal train services.

5.2 Structural Parameters

The bridge is wide - 20 m - and is built on eight steel plate girders, continuous over 8 spans of
17 + 38.7 + 26.4 + 23.4 + 22 + 21.6 + 25.1 + 30.7 m to give a total length of 205 m.

A number of problems created by the railway track layout included irregular spans plus
obstructions such as a signal box and station platforms.

The bridge also carried significant architectural features which required careful alignment.

The span to depth ratio varies from 38 to 16 and in the long spans it was essential to provide
temporary supports for launching.

5.3 The Structure as Launched

Because of the location over electrified railway lines it was decided to launch the bridge
girders with the concrete deck in place except for the front 40 m which would act as a
launching nose.

An additional nominal nose was placed at the front end in order to allow the girders to come
up onto their temporary bearings without the aid of jacking.

Splicing of the girders was by welding, with typical girder sections of 24 m. Assembly of the
girders was carried out on elevated falsework behind pier 10.

5.4 Launching Reactions and Temporary Bearings

Because of the complexity of the span layout, varying skews of piers and the number of
beams it was impossible to determine the true reactions during launching.

Consequently, the temporary bearings were designed for at least double the theoretical load
calculated assuming a perfect distribution - ie all girders in contact.

302
The original design for temporary bearings was for polyurethane rollers but the launching sub-
contractor opted for a lower cost alternative using pads of a sliding material known as
Polystone.

Lateral guides also used pads of the same material.

5.5 The Launching System

Launching was carried out uphill - the slope is a minimal 0.8% - using a twin linear winch
system supplied by Structural Systems.

Figure 8 shows the launching phases and the span layout.

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5.6 Friction Values during Launching

Initial friction values on the early launches went as high as 30%. In these cases the steel
girders were running directly on the Polystone pads without the usual intermediary stainless
steel or similar "feed through" sheet.

After introducing plastic "feed through" sheets of compatible material the friction values
dropped to about 6% and remained at that level for the remainder of the launching.

For a final launch weight of just over 2000 tonnes the launching force required was less than
150 tonnes.

303
 Figure 9 shows the bridge during construction over the railway.

Because of the Spencer Street Station operational imperatives most launching operations were
carried out between 1 am and 5 am, with power off to the catenaries.

Figure 9: Bourke Street Pedestrian Bridge - Bridge during construction.

5.7 Problems and Advantageous Features

5.7.1 Problems

The high initial friction caused a revision of the temporary bearings to add the plastic sliding
sheets. This in turn led to higher manpower requirements.

Although alignment of the bridge girders was generally very good, there was some
uncertainty over the limits of tolerances and some lateral shift correction was required.

Bearing reactions were impossible to predict and in some cases only three out of eight girders
were on the bearings at any one pier.

5.7.2 Advantageous Features

The launching of the completed deck facilitated the finishing work on the structure which was
able to proceed during normal working hours.

The slenderness of the deck, although requiring special care during launching, gives an
excellent visual result for the finished bridge. Figure 10 shows the bridge nearing completion.

5.8 Credits

Design and supervision - Sinclair Knight Merz

Construction - Transfield Construction Southern for the Docklands Authority
Construction Engineering - GHD
Launching System sub-contractors - Structural Systems (with Tattersall Engineering)
- Fitzgerald Construction (steel girder assembly)

304
 Figure 10: Bourke Street Pedestrian Bridge - nearing completion.

6 EXAMPLES OF OTHER STEEL BRIDGES

The following examples have particular features illustration important aspects of launched
bridges.

6.1 Berri Bridge - South Australia

This bridge is a 4 girder structure with 11 spans of 2 x 20 m, 6 x 33 m and 1 x 40 m to give a

total length of 330 m. Specific features are:

Deck launched with the concrete deck slab completed except for the front 30 m which
acted as a launching nose

Temporary launch bearings consisting of teflon pads over the permanent pot bearings

Launching cycle of one week for a 39 m launch length

Traffic barriers and handrailing installed before launching.

Figure 11 shows a view of the bridge during construction.

Figure 11: Berri Bridge during construction.

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 The bridge was designed by Connell Wagner and constructed by Built Environs for the South
Australian Department of Road Transport. Launching equipment was by VSL.

6.2 Bridge over the Lock at Saumur - France

An unusual structure with important architectural features, this bridge is an interesting

example of what can be achieved using incremental launching.

Spans were 2 x 76 m giving a total length of 152 m.

Particular features are:

Variable depth girders which were launched on steel rollers using innovative levelling
techniques to minimise rolling resistance and bring the launching nose into contact with the
rollers on the leading piers

Jacking at the piers before casting the deck slab was designed to prestress the deck
longitudinally. This is a technique that is both simple and useful and almost always
overlooked

The bridge is on a straight alignment but the roadway is on a curve of 3120 m radius and
there is a 2.5% crossfall.

Figure 12 shows a view of the structure during construction and Figure 13 shows the
completed bridge.

Figure 12: Bridge over the Lock at Saumur during construction.

Figure 13: Bridge over the Lock at Saumur after completion.

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The bridge was designed by SETRA and built by Baudin - Chateauneuf/Blandin for the
Department de Maine et Loire.

6.4 The Croix Verte Viaducts - France

The viaduct is an overpass for the RN over the TGV lines at Avignon.

Spans are 30.6 + 2 x 40.75 + 26.5 m to give a total length of 138.6 m. The twin decks have
widths of 10.6 m each.

Particular features of interest are:

A prestressed deck slab to minimise cracking.

30 m of deck slab - over the rail tracks only - launched with the steel box girders.

Launching via steel rollers set up as bogies - see Figures 14 and 15 below.

Girder structure is a box section with lateral cantilevers running to the full depth of the box
and spaced at 4 m.

Low shrinkage concrete at 200 microstrain with 360 kg/m3 cement and 7.5% silica fume.

Figure 14: Croix Verte Viaducts - Launching roller bogies.

Figure 15: Croix Verte Viaducts - during launching showing launching rollers on a pier.

307
 The viaducts were designed by SETRA and constructed by GTM-BTP/Richard-Ducros et
Ponticelli for the DDE de Vaucluse.

7 CONCLUSIONS

From the preceding projects there are some simple criteria and critical areas which emerge

Temporary bearings - the choice of rollers (steel or polyurethane) or more conventional

pads depends on the magnitude of launching reactions and available personnel. For
example, heavy loads will be more readily handled by pad-type bearings provided that the
additional personnel is properly incorporated in the construction procedures. Another
factor is that high point loads from steel rollers, if not in a bogie or skate arrangement, can
cause web crushing and buckling unless extra stiffening is provided.

Friction - always be conservative in the estimation of friction, particularly start-up forces,

- as a rule of thumb take 15% for start-up and 5% for rolling friction.

Reactions - for multi-beam bridges - ie more than two girders - assume that no more than
one in two beams will be in effective bearing at any pier.

Critical areas - check temporary bracing requirements - the bridge acts as a very long
column when being pushed - to control "snaking" which is a type of elastic buckling.

Personnel - if temporary bearings require "feed through" plates make certain the
personnel is allowed for.

Bolted Splices - avoid if possible but if used apply the RTA NSW detail to give a flush
launching soffit.

8 ACKNOWLEDGEMENTS

The author would like to acknowledge the assistance and encouragement of the various Roads
Authorities both in Australia and in France and also thanks Thiess Contractors, Howard
Wrightson and Transfield Construction Southern for their kind permission to publish this
paper. A special thanks is also due to Mr Frank Rapattoni of BHP for his interest and
enthusiasm.

9 REFERENCES

"Berri Bridge Arrives". BHP Steel Structures. Issue No 16, December 1997.

Bulletin Ponts Metalliques No 17, 1994.

Bulletin Ponts Metalliques No 18, 1995.

308