Seminar Document - EIT - IRR Cable-Stayed Bridge - 13 October 2007

VSL (Thailand) Co., Ltd.
1168/14, Lumpini Tower, 12A Floor, Rama IV Road, Thungmahamek, Sathorn, Bangkok 10120 THAILAND Phone: + (66 2) 679 7615-19 Fax: + (66 2) 679 7645
INDUSTRIAL RING ROAD PROJECT CONTRACT 1 & 2
BRIDGE DECK LIFTING AND STAY CABLES INSTALLATION
Prepared and Complied for the Seminar on The Success Showcase of Thai Engineering by VSL (Thailand) Co., Ltd. Pelle Gustavsson Jamie McKenzie Padipat Chaemmangkang
This document must not be copied, reproduced, duplicated nor disclosed totally or partially to any Third Party nor used in any purpose other originally intended without prior written permission of VSL (Thailand) Co., Ltd.

1 Project Overview 1.1 Background: The idea of an Industrial Ring Road (IRR) System was originally put forward by his Majesty the King, in order to relieve the traffic congestion in the areas of Bangkok Port, Poochao Saming Phrai Road and Suksawat Road, which are the main industrial areas. The system is to be utilized for transportation between the industrial estates in Phra Pradaeng, Samut Prakarn and Klongtoei Port and the connection to Rama II Highway, Sukhumvit Road and Bangna Bang Pakong Highway. The IRR project has a long history, where the start of the current project goes all the way back to the early 1990s when a design Joint Venture (JV) of Norconsult, Mott McDonald and Epsilon was contracted by the Public Works Department (PWD) to design the bridge system. Then there was a re-design of the project in 1997, but before the go-ahead-order came from PWD, the economic crisis hit Thailand and the project was frozen until April 2001. The project was approved by the Cabinet on March 5, 1996. Feasibility studies on economic, engineering and environmental impact were completed in November 1996, whereas the detailed design was finalized in July 1997. The formal foundation laying ceremony was presided by His Majesty the King on May 29, 2000, and the construction of the project started in February 2003. The Project consisted of three construction contracts as follows: - Contract 1: Southern Section (Stay cable composite bridge across the Chaophraya River at southern Phra Pradaeng with 7 traffic lanes; Concrete Pylons height of 172m, a main span of 398m, totally 702m long and a 1,090m ramp along with the interchange at Poochao Saming Phrai Road). - Contract 2: Northern Section (Stay cable composite bridge across the Chaophraya River at northern Phra Pradaeng with 7 traffic lanes; Concrete Pylons height of 162m, a main span of 326m, totally 576m long and a 2,300m ramp along with the connection with Rama III Road). - Contract 3: Western Section (Cast in-situ concrete interchange in the middle of the bridges and a 1,368m ramp along with the 70-rai public park under the interchange and museum. 1.2 Owner: The Department of Rural Roads, Ministry of Transport (formerly the Public Works Department, Ministry of Interior), Kingdom of Thailand. 1.3 Consultant: The Association of Consulting Engineers, a consortium of Asian Engineering Consultants Corp., Ltd., TEAM Consulting Engineering and Management Co., Ltd., Thai Engineering Consultants Co., Ltd., Index International Group Co., Ltd. and Jean Muller International.

1.4 Main Contractor: The contractor for the Southern and Northern Sections (Contracts 1 and 2) was the TNNS Joint Venture, which comprises of Taisei Corporation (the lead firm), Nishimatsu Construction Co., Ltd., NKK (recently JFE Engineering Corporation) and Sino-thai Engineering and Construction Public Co. (STECON)], while the contractor for the Western Section was the KTU Joint Venture, comprising of Kajima Corporation (the lead firm), Tokyu Construction Co., Ltd. and Unique Engineering and construction Co., ltd. VSL (Thailand) Co., Ltd. was awarded the contract for the supply and installation of 2,750 tons of post-tensioning, 2,300 tons of stay cable as well as the bridge deck erection works for Contracts 1 and 2.
Figure 1 Project Layout 2 The Bridges: The bridges have diamond-shaped pylons with double plane I-shape stay cables. The back spans of both bridges are of prestressed concrete, while the main spans are steel/concrete composite deck structures. All of the pylon structures are completely on land at each side of the river as required by the Harbor Department. The conforming design of the stay cables specified strand stay cables with the pylon anchorages as Active and deck anchorages as Passive connection. The bridges are suspended from the pylons by various types of stay cables, comprising of 43, 55, 61, 73, 85 and 91 strands [7-wire strands of 15.2mm-diameter], each of which with a High Density Polyethylene (HDPE) sheath and wax coating.

Each of the diamond-shaped pylons are on 55m deep, 1.5m diameter bored piles. The top of all four pylons are crowned with 12.5m golden pinnacles, designed in a uniquely Thai way, inspired by the top-most segment of a pagoda or a Thai theatrical crown, which is a symbolic of purity and preciousness, as a diamond granted to the people by His Majesty the King. The composite bridge deck segments were pre-fabricated and transported to the site by barges. The VSL Heavy Lifting Strand System was chosen over other methods for the bridge deck lifting. The highly mobile VSL Modular Self Launching Deck Erection Gantries were used to lift 500-ton pre-fabricated segments from barges to their final deck elevation. Due to the significantly busy commercial river traffic in the vicinity of the bridges, the lifting speed of the deck erection gantries had to be set such that the lifting could be completed safely in approximately two hours. 3 Bridge Deck Lifting: A group of Erection Gantries (EG) was specially designed by VSL to accomplish the bridge deck lifting works of the IRR project. There were a number of variations to the general setup of the EG required to be considered during the erection of all the deck units. In accordance with the known variations, the EG was designed to be adjustable to suit a number of required arrangements within a defined tolerance. The EG was self-launching. After each bridge deck unit had been erected, the EG was required to be forward to the next lifting location. At each of the lifting locations, the EG was positively fixed to the previously erected deck units by stressing the EG onto the bridge deck comprised of previously erected deck units. All of the deck units were fabricated off site and delivered to an assembly area. After being assembled, the deck units were loaded onto transport trailers that in turn delivered the deck units to barges for marine transport to site. After the deck unit had been lifted to the required level and aligned accordingly it was then connected to the previously erected deck unit. 3.1 Lifting System Overview: The lifting system was based on using the VSL Strand Lifting System, which enabled the combination of a variety of jacks and pumps under a control system that could synchronize the jack operation. The VSL Strand Lifting Unit (SLU) is a modification of its well-known Prestressing Unit, with the addition of a lower anchorage and chair. It should be noted that although the same components, i.e. chrome wedges and strand are used, only 40% of the load in comparison to 75% in prestressing applications is restricted in the lifting operation. The selection of jacks was based on a variety of factors including, capacity, geometry/ load distribution, suitability and relative oil volumes. The jacks were combined with electrically driven high-pressure hydraulic pumps, which regulated the oil flow and responded to the control systems. All the SLU jacks were based on a center-hole double-acting hydraulic cylinder fitted with the patented VSL strand anchorage accessories.

Each of the SLU jacks had the required number of strands inserted. The lifting procedure followed a similar principal used on conventional post-tensioning. To produce a fully operational self-launching EG, a number of assisting items of equipment, i.e. hydraulic pumps, strand coilers, stressing jacks, supporting jacks and launching jacks was applied. 3.1.1 VSL Strand System: The VSL Strand Lifting System has been developed from the VSL post-tensioning System. Its basic components are the motive unit, the strand bundle and the anchorage to the load.
Figure 2 Principal Elements of the VSL Strand Lifting System (Courtesy of VSL) The motive unit is used for lifting, horizontal jacking and lowering and consists of a VSL center-hole jack and an upper and a lower strand anchorage. The upper anchorage is attached to the piston and moves up and down with it. The lower anchorage is fixed to the support of the jack. High tensile 7-wire prestressing strand of nominal diameter 15.2mm is normally used to form the tensile member. Occasionally, strands of 12.7mm-diameter are also used. Strands offer the advantage over other tensile members that their specific carrying capacity is exceptionally high and they can be cut to any length. The

number of strands per cable will be varied to suit the load to be moved and the number of motive units to be used. The same strands can be reused several times for successive lifting, horizontal jacking or lowering operations. Anchorage of the strands to the load is achieved by elements of the VSL Posttensioning System. The method of functioning of the system during lifting is as follows: The piston of the jack is extended whereby the strands are gripped by the wedges in the upper anchorage and raised with the anchorage. When the piston reaches the end of the stroke, the pressure is released and the piston is retracted. At the start of the downward movement of the piston, the strands are immediately gripped by the wedges in the lower anchorage, the upper wedges being automatically released. By extending the piston anew the next stroke begins. In this way the strands and therefore the attached load are raised step by step. During lowering, the above-mentioned operations are reversed. The wedges to be released are raised by a special device to prevent them from gripping the strands. The operational sequence during horizontal jacking is in principle the same as that for lifting, if one imagines the arrangement rotated from the vertical to the horizontal. The wedges are automatically and uniformly drawn into the holes of the anchorage by a special device. If the oil pressure should suddenly drop during the move, the suspended load remains secured. During lifting the wedges of the lower anchorage will immediately grip when the strands retract. During lowering the load is continually secured by an electrically operated safety nut which follows the piston in every position. The motive units are driven by high-pressure pumps usually operated from a central control console. The output of the equipment enables several motive units to be supplied from one pump. Synchronous movement of all the units is assured by a uniform oil supply to each. Hyperstatically supported structures can therefore be raised, moved or lowered without any modification being required to the support. The speeds that can be achieved depend upon the delivery of the pumps. In the normal case; however, it is not the speed but the reliable execution of the handling operation that is of prime importance. The distance traveled by the load during lifting, horizontal moving or lowering can be accurately measured when required. Simultaneously the position of the load is remotely monitored at the central control console. Possible variations or inequalities can be easily corrected at any time.

3.2 System Control: All lifting jacks were connected to a single hydraulic pump. The operation of the jacks was initiated by the activation of a hydraulic pump by a single operator. The operator operated the jacking system directly from the hydraulic pumps. At the pump control desk, the operator took control of the hydraulic pump which in turn caused the jacks to extend, retract or stop. In addition to the control desk, a series of emergency cutoff switches and/or controls were integral throughout the system. A manual leveling system was used to ensure that the lifting plane always remained within a designed tolerance. In addition, observers were located at critical locations to watch for any potential problems/obstructions. The observers comprised of VSLs workers/supervisors and the Main Contractors (MC) workers/supervisors. These observers communicated with the operator by verbal and/or visual means. The lifting jacks made stroke lengths of approximately 500mm at a time before having to be retracted to reset for the next stroke. This resulted in quite small movements at each step allowing ample time for the observers to notify of any potential problems. During the lifting operations a strand coiler was used to coil up the strands behind the jack to maintain a clean and safe working environment. Such the operation was controlled from a secondary pump that was left on in an activated mode during the entire operation. The pump was set so that it coiled up the strand at a nominal pressure that was only slightly above the brake load. After the EG had been forwarded to the next lifting operation and secured to the bridge deck, the lifting spreader beam (SLB) was lowered to the barge level for the subsequent connection to the next deck unit to be lifted. Lowering of the SLB was achieved by using the coiler. The lifting jacks were temporarily disengaged to allow the SLB to be lowered quickly using the coiler. 3.3 System Arrangement: All the strand jacks were fitted with 15.2mm-diameter 7-wire strands, each of which had a guaranteed minimum breaking load of 260kN. A minimum factor of safety of 2.5 on Ultimate Tensile Strength (UTS) was maintained throughout the lifting operation in accordance with international practices. Each of the lifting jacking points comprised of one jack with a lifting capacity of 3,224 kN. A total of two lifting points was required for each deck unit lift. Jacks connected to the SLB and the lifting articulation block were used to control the longitudinal gradient alignment of each deck unit. The thermal behavior of the bridge deck and deck units was not considered to have any adverse effects upon the EG and lifting operations. When the lifting of the closure unit was being done it was required to consider the influences on the space required for the deck unit to fit into the required space.

During times of high wind, lifting operation was always avoided. If the lifting operation had not started, it was required that they be temporarily postponed until wind speeds had reduced to a suitable speed. If lifting had commenced, the lifting should then be completed as soon as possible so that the deck unit could be temporarily tied off to the bridge deck previously erected. Should the winds be at a level such that the safety of personnel was considered to be at risk, all works were to be ceased immediately. 3.4 Inspection and Test Plan: 3.4.1 Temporary Structures: Inspection and test plan for fabrication and assembly of temporary steelworks/structures was in accordance with the designers recommendations. Particular attention was focused on the strict adherence to the tolerances and welding specifications stated by the designer. As the temporary structures were considered as mechanical structures, special attention was paid to ensure that all the moving parts were free to move in the manner intended. 3.4.2 Equipment: All VSL equipment had a function test prior to installation on site. For the critical items, i.e. jacks, pumps and controls, all the function tests were carried out at the VSL workshops prior to dispatching to site. However, in case of damage suspiciousness during shipment/transportation, additional tests were to be arranged on site. Certificates for the jacks, pumps and controls were issued stating that such equipment had satisfied the function testing in accordance with VSLs Internal Quality Assurance Program. The minimum test load was 125% of the anticipated service conditions on the selected items. rd An independent 3 party witness or representatives from the MC were used to witness VSLs testing schedule. 3.4.3 Material: All materials were delivered with mill/manufacturer certificates. 3.5 Equipment: Equipment used by VSL on the project was divided into 2 main parts as follows: 3.5.1 Erection Gantry Equipment, which included strand jacks for lifting the deck units, jacks for gradient control and position adjustment, jacks for closing the gap between the deck units after lifting, jacks for launching the EG forward, jacks for supporting deck beams, hydraulic pumps, etc. 3.5.2 Miscellaneous Equipment, which included hand grinders/ cutting machine, walky-talkies, general tools such as wrenches, spanners, etc. and personal safety gears such as safety helmets, safety shoes, hand gloves, etc. 3.6 Deck Lifting Method Statement:

3.6.1 General Sequence of Events: The deck unit was delivered to its lifting location on site. The barge was anchored. The SLB was lowered down to the barge level. The connection between the SLB and the deck unit was made. The initial tension in the strand was taken up. The lifting was confirmed ready. The deck unit was lifted. The barge was removed from site. The deck unit was lifted to its final level. The deck unit was pulled back to close a gap between the units. The final level was adjusted. The connection between deck units was made. The stay cable was installed. The load from EG was released. The EG was launched forward.
3.6.2 Equipment Preparation on Site: Jacks, pumps, hydraulic fittings and electrical components were all thoroughly load and function tested before installation into the jacking system. Items received on site were subjected to detailed inspection to identify if any thing had been damaged during transportation. Any parts suspected of damage were tested in the site workshop to ensure their suitability for incorporation into the system. After the tests were completed, all items were stored and organized in the site workshop/preparation area ready for assembly and installation to commence. 3.6.3 Equipment Installation: 3.6.3.1 Assembly: Strands arrived in a coil were cut to length on site. After being cut, the strands were arranged in bundles, coated with a rust inhibitor and stored temporarily (if required).

3.6.3.2
Installation of Jacks and Strand Bundles: SLU jacks and the strand coiler were installed into the EG frame. A temporary access platform was used to gain access to the underside of the SLU cradle. Strands were inserted into the SLU jack by pushing them up from underneath. The strands were pushed through the jack until they could be locked into the coiler. The coiler was then activated to wind up the strands into the coiler.
3.6.4 Commissioning: When the jacks and hydraulic systems had been installed the system was then commissioned. Jack operation was then tested individually, in pairs and in their nominated groups. Jacks were extended to end of stroke to build up the maximum pressure to test hydraulic circuits and pressure settings and sensors. When the lifting supervisor was satisfied the jacking system was then confirmed set for the lifting operation. 3.6.5 Liftoff Procedure: The SLB was lowered to the deck unit on the barge after it had been delivered to site. The connection between the deck unit and the SLB was made with a typical pin connection. A nominal portion of the expected load was introduced to the lifting system by building up the hydraulic pressure in the lifting system. Upon confirmation that all relevant parties were ready, the load in the hydraulic system was built up in incremental steps of 25%, 50%, 80%, 90%, 95% and 100%. After reaching 100%, the unit was lifted off from the temporary supports on the barge by approximately 1 stroke length. 3.6.6 Lifting Operation: The lifting operation was a repetitive process of the jacks extending and retracting at the ends of each stroke. Jack operations were controlled from the pump by the operator. While the jacks were extending the upper grippers gripped the strands and lift the load vertically. During the retract stage the load was held in the lower grippers mechanically while the upper gripper wedges allowed the jack to reset for the next stroke. The deck units were lifted in discrete steps. There was a pause of approximately 1 minute while the pistons reset for their next stroke. The complete cycle time was dependent upon oil flow, which was adjustable. For this project, the entire stroke cycle took about 2 minutes corresponding to a lifting rate of approximately 20m/hour. Wedge grippers were serviced (greased) approximately every 10m of movement for the top and bottom anchorage devices, respectively. Level checks were carried out every 5-10 strokes as required. 3.6.7 Closing the Gap between Deck Units: For all of the deck units there was a nominal gap between that of the ones that had been previously erected and the one being lifted into position. This gap varied from unit to unit in a range of 100mm-1,300mm. Upon lifting the deck unit into the required level the gap closure jacks were connected to the SLB by a typical pin connection. The jacks were then used to pull close the clearance gap. At the required spacing
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the deck unit was held temporarily while the bolted connection and stay cables were completed. 3.6.8 Load Transfer onto Permanent Supports: After the connections had been made and all parties had agreed that load could be transferred to the permanent supports, the load was slowly released from the jacking system. 3.6.9 Lateral Alignment: Should it be required, lateral alignment of the deck unit could be adjusted to within approximately 100mm. 3.6.10 Erection Gantry Rear Tie Down: The rear of the EG was stressed onto the bridge deck via stress bars for all the lifting operations. 3.6.11 Launching the Erection Gantry (EG): After each of the deck units was lifted, the EG was to be launched to the next lifting location. The steps of the launching occurred in 1,500mm increments, and the average launching distance each time was 12.0m. The general launching steps were as follows: 3.6.11.1 The rail beam was set ready for launching. 3.6.11.2 The rear trolley was set ready for launching. 3.6.11.3 The EG was lowered onto the rail beam and rear trolley. 3.6.11.4 The jack pistons were retracted clear of contact with the bridge deck. 3.6.11.5 Confirmation on no obstructions to the launching path was made. 3.6.11.6 The EG was launched forward one stroke (1,500mm). 3.6.11.7 The EG was lifted off the rail beam and trolley using the SPE deck beam jacks. 3.6.11.8 The launching rail beam and launching jack were reset. The rear tie down stress bars were required to be released to carry out this operation. Access to the underside of the bridge deck via a movable temporary access platform/scaffolding was provided. 3.6.12 Temporary Suspender: Each deck unit had a temporary suspender attached to it before lifting. After lifting, the suspender was removed and reused for another deck unit. Each time the temporary suspender was to be installed it was stressed onto the deck unit at the assembly yard. After the load had been removed from the EG just prior to launching, the temporary suspender was detensioned from the deck unit and relocated back to the assembly yard.
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3.6.13 Lowering the SLB: Lowering of the SLB was done using the coiler. During lifting, the coiler was connected to a small pump that was used to coil up the strand as the deck unit was lifted. A slower speed setting was used on the pump for this operation; however, the oil flow was set such that the lowering could be carried out at a quicker but safe speed. This was done to reduce the time of interference with the regular river traffic of the Chao Praya River. The general steps of the SLB lowering were as follows: 3.6.13.1 The SLB load was held in the lifting jack using one of the two sets of grippers (the lower grippers were preferable). 3.6.13.2 The hoses connected to the lifting jack was removed and connected to the coiler. 3.6.13.3 The load was taken into the coiler such that the grippers in the lifting jack could be opened by the manual gripper handle mechanism. 3.6.13.4 The gripper plates to the lifting jack were opened and the forks were inserted to lock them open. 3.6.13.5 The coiler was used to lower the SLB by operating the pump connected to the coiler. 4 Stay Cable System: The VSL Stay Cable System SSI 2000 was approved for the project. The system is a compact system optimized to keep a complete independence of the strands, which has been designed with a corrosion protection to ensure a high level of durability. The system incorporates waxed and individually sheathed monostrands, which are contained within an external High Density Polyethylene (HDPE) stay pipe. The system is the tensile support element that connects the horizontal bridge deck to the pylon. The stay cable comprises two main parts: - The free length, which is formed from a bundle of strands that are grouped together and protected against corrosion and mechanical damage. - The anchorages that mechanically connects the free length of the cable to the reaction of the anchorage zone. The anchorage itself can be divided into the following two zones: The anchorage blocks, where the anchorages make contact with the main bridge structure via the bearing plates, and The anchorage transition zone, where the parallel strand bundle is carefully detailed to permit the deviation of strands from the tightly packed parallel configuration of strands (free length) into the anchorage blocks, and to allow
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protection of the uncoated strand part, uncoated to allow for wedge grip of the strands during stressing. 4.1 The Free Length of the Stay Cable: The essence of the stay cable is the individual strands, which are the tensile elements. The VSL SSI 2000 uses monostrands consisting of 7-wire prestressing strand, corrosion inhibiting wax and a tightly extruded PE sheathing of maximum 1.5mm-thick. The outer HDPE stay pipe is an important protection barrier against corrosion and mechanical damage. 4.2 The Anchorages: There are two types of the anchorages, i.e. the Passive Anchorage (Deck Anchorage) and the Active Anchorage (Pylon Anchorage). They are compromised mainly of the following parts: 4.2.1 The Anchor Heads: These are either the active (DR) or passive (DS) types. The active type is dimensioned to be able to pass through the guide pipes and bearing plates that are fixed into the structure, and anchor head on the passive type is dimensioned large enough in order not to pass through bearing plates or guide pipes. The passive anchor head bears directly on the bearing plate, pipe designed to transfer bearing stress from the anchor head to the guide pipe (and hence into the deck structure in this project). The active anchor head is threaded. It uses an adjustable ring nut to transfer the stay force to the bearing plate (and hence into the pylon structure in this project). The strand force is transferred to the anchor heads by alloy wedges. An oversized hole at the exit of the strands from the anchor head ensures that there is no direct contact between the strand and the anchor head. In this way the fatigue performance of the anchorage is not affected by micro-movements between strand and anchor head. In both cases the anchor heads are corrosion protected and fitted with a protection cap, which houses the strand over length within a corrosion protection compound (on this project a specially formulated thixotropic gel named Visconorust 2889 is used).
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Stay
Tendon Unit Number of Strands n 43 55 61 73 85 91 A2 mm 340 380 380 430 430 480 Minimum Breaking Load kN 11,997 15,345 17,019 20,367 23,715 25,389 C2 mm 505 550 585 650 685 730 Force at 45% kN 5,399 6,905 7,659 9,165 10,672 11,425 D2 mm 323.9/7.1 323.9/7.1 355.6/8 406.4/8.8 406.4/8.8 457/10 Transverse Force kN 180 230 250 300 350 375 E2 mm 285 310 330 370 370 420
Stressing End
Tendon Unit A1 B1 C1 D1 E1 F1 min. mm 145 165 180 180 210 195 A3 mm 200/6.2 200/6.2 225/7.0 250/7.8 250/7.8 280/8.7 G1 H1 min. mm 305 325 345 345 375 385 Tendon Unit 6-43 6-55 6-61 6-73 6-85 6-91 J1 L1 min. mm 2,550 2,650 2,850 3,050 3,150 3,400 mm 540 585 600 680 710 760 mm 55 60 65 75 80 80 mm 210 260 260 290 290 320
6-43 6-55 6-61 6-73 6-85 6-91 Tendon Unit 6-43 6-55 6-61 6-73 6-85 6-91
6-43 6-55 6-61 6-73 6-85 6-91 F2 mm 175 195 215 215 245 255
mm 350 385 385 440 440 490 G2 mm 75 75 85 95 110 110
mm 425 470 470 530 540 590
mm 406.4/8.8 419/10 419/10 508/11 508/11 559/12.5 J2 mm 210 260 260 290 290 320
mm 356 391 391 446 446 496 L2 min. mm 2,000 2,050 2,250 2,450 2,600 2,800
Dead End
H2 min. mm 105 105 105 120 120 120
Stay Pipe
Figure 3 VSL Stay Cable System SSI 2000 (Courtesy of VSL)
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4.2.2 The Transition Zone: The transition zone comprises a steel transition pipe, which is where the strands deviate from the tightly packed parallel configuration in the free length to the slightly opened up strand configuration in the anchor head. At both ends of the transition zone (passive and active), it is filled with high strength cementitious grout. The primary function is to fix the extension tubes firmly in place during installation, to provide confinement to the PE tubes in the areas of lateral pressure where the strands are deviated, and to provide additional corrosion and mechanical protection for these critical zones of the stay cable. 4.2.3 Extension Tube: The extension tubes cover the unsheathed strand ends (the sheath must be removed to allow the wedges to grip) and thus allow complete grease protection of the strands. They also prevent any contact between the grout and the strands in the transition zones. 4.2.4 Strand Guide Deviator: At the exit zone from the anchorage, a circumference damper is provided. This serves two functions: 4.2.4.1 4.2.4.2 Centering the stay cable at the anchorage Protecting the anchorage zones from flexural stresses induced in the strands by variable and dynamic (wind) load.
4.3 Access and Working Platforms for Deck and Pylon: Prior to the installation of anchorages and stay cables, installed access and working platforms at the work location were always examined, and tested. 4.3.1 Inside Pylon: Access to the stay anchor inside pylon was provided by normal scaffold during construction. Working platforms were designed to have adequate opening in order to lower materials from the top of the pylon down through the pylon to any required stay-anchor level. As sometimes materials and equipment were required to be temporarily stored onto the platforms inside the pylon, the platforms were also designed to safely resist such weight. Inspections inside the pylon were regularly performed in order to keep the stored weight not to overload the platforms. 4.3.2 Outside Pylon: During stay cable installation, access was required in front of the pylon face, in between the end of the stay pipe and the guide pipe entrance at the pylon. In some cases, platforms were provided by using scaffolding, which was covering the pylon. In other cases, a single platform was placed at the working position and was hooked or bolted to the concrete surface of the pylon. Access to this type of platforms was provided by either elevators or by crane basket.
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4.3.3 On Top of Deck: 4.3.4 Underneath Deck: 4.4 Installation of Deck and Pylon Anchorages 4.4.1 Installation of Prefabricated Deck Anchorages: Due to the compact size of the anchorage, no heavy equipment was needed for the installation.
Figure 4 Installation of Deck Anchorage (Courtesy of VSL) 4.4.2 Installation of Prefabricated Pylon Anchorages:
Figure 5 Installation of Pylon Anchorage (Courtesy of VSL) 4.5 Installation of Stay Pipe with First Strand: Erection of stay pipe with first strand had several advantages over other methods of stay-cable installation, i.e. it kept the erection weight of the pre-assembled stay pipe light, and it required only lighter and smaller lifting device.
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4.5.1 Installation of First Strand into HDPE Pipe: The first strand used for HDPE pipe installation was precut to its right length, and threaded through the HDPE stay pipe, while the pipe was placed on the deck. The coating on the first strand was precut at each end longitudinally and on its circumference at the pre-determined length. It should be noted that the coating could be precut but should preferably be kept on the strand at the deck anchorage side as long as possible, e.g. only the coating just prior to the insertion of the strand into the guide pipe and into the deck anchorage was to be removed. On the pylon side, the coating of the strand at the predetermined length was removed and the strand was degreased where it was supposed to be clamped to the lifting clamp. The outer wires were removed on a specific length so that a strand coupler could be placed onto the middle wire (king wire). After that, a guide cap was placed over the king wire and threaded all the way down over the strand ends. The strand bolt was placed and the button head was prepared on the end of the king wire. The first strand can be installed into the HDPE pipe in three ways: 1) Pushing the PE coated strand by pushing machine equipped with rubber wheels; 2) Pulling the strand with winch, and 3) Pushing the strand by hand (up to 300meter only). Due to the short length of stay pipes in this project, the first strands were installed into the HDPE pipe by hand. 4.5.2 Preparation: The stay HDPE pipe was positioned straight into the wheel trolleys on the bridge deck with the pylon end facing concrete pylon. The expansion sleeve and its guide pipe connection ring were slid onto the pylon end of the HDPE until approximately 1500mm of the stay pipe was penetrating through the expansion sleeve. The friction clamp was fixed onto the HDPE pipe, with the eyes upwards. The expansion sleeve was then connected to the friction clamp via a nylon rope. The strand clamp was fixed onto the strand leaving approximately 300mm of the strand including the connection bolt hanging out. The tower crane lifting chain was then connected to the friction clamp via the center eye and a D-shackle. 4.5.3 Lifting of HDPE Pipe: The speed of lifting of the HDPE pipes was at a controllable speed. Prior to lifting, the path of the trolleys was checked for any substances that could interfere with the wheels during lifting. The pipe was then slowly lifted by the tower crane until the end of the stay pipe was at the level of the guide pipe entrance. Once the pipe had been lifted and was at the guide pipe position, the chain block was connected and secured to the front eye on the friction collar. The distance from the end of the HDPE to the end of the guide pipe was adjusted to be approximately 1,000mm. The tower crane was then released and the load was transferred to the chain block. The chain block was installed into
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male eye-bolts, which was screwed into the holes provided in the outside of the pylon. 4.5.4 Raising of HDPE Pipe: Once the first strand was installed into the pylon and the deck anchorages, the strand on the deck was laid over the wheel deviator. This wheel deviator was used to guide the strands into the center of the guide pipe so that the coating would not be damaged by the guide pipe walls. After the strand was stressed to the predetermined force by the mono-strand jack, the stay pipe was raised into the correct angle. When the strand had the predetermined force, the strand-by-strand installation equipment was prepared. After the first strand was securing through the first hole opening on the deck and pylon anchorage, the remaining strands could then be installed one after another until completion. 4.6 Installation of Strands: The strand installation was carried out somewhat symmetrically between the left and right cable in order to avoid unbalanced loading in the transverse direction to the deck. Generally, a number of strands offset should be confirmed with the designer. The procedure used for the strand installation was as follows: 4.6.1 Strand to be installed was prepared on the deck. 4.6.2 The strand was pulled inside the stay pipe using a winch. 4.6.3 The strand was then blocked and stressed. It should be noted that the strand was to be pulled from its reel and passed through the tools of the working table. 4.7 Stressing: Stressing of the stay cables was carried out in some stages in accordance with the designer. Prior to the initiation of the stressing process, the stressing sequences and stressing force for all cables had to be predetermined. During stressing, the stressing force, the deflection of the deck segments and the pylon was closely monitored so that the tolerances were not exceeded. The stressing procedure was generally as follows: 4.7.1 Erection of cable stayed segments. 4.7.2 The first bridge level was recorded and checked against the predicted theoretical level. 4.7.3 Strands in the main-span stays were installed strand by strand. 4.7.4 Strands in the side-span stays were installed strand by strand.
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4.7.5 Pylon and deck deflection was checked and compared with the predicted values given by the designer. 4.7.6 Erection of segment. 4.7.7 Strands in the main-span and side-span stays were restressed simultaneously using mono-strand jacks to obtain the pre-calculated cable elongation. 4.7.8 New cycle was started. When the bridge was closed and all the dead loads and superimposed loads were applied, a final adjustment of the cables (mainly to achieve the gradient) was performed. A multi-strand jack was planned to be used if detensioning of the cables was required (but was never required in the end), whereas a mono-strand jack was adopted when additional force was required. The following data provided by the designer was essential for the stressing procedure: The construction sequence. Coordinates of the bridge after construction. Tensile forces and corresponding deflections at deck and pylon for the installation stage. Tensile forces and corresponding deflections at deck and pylon for each adjustment stage. Tensile forces and corresponding deflections at deck and pylon for final tuning of the stays.
4.8 Finishing Works: After the erection of deck segments and stressing were completed, the following final assemblies of the stay cables were carried out: 4.8.1 The guide deviator for strand bundle of each stay in pylon and in deck was installed. 4.8.2 The HDPE stay pipe was connected to its final position using the connection sleeve and steel connector on pylon end, whereas steel cone was connected to the guide pipe on deck end. 4.8.3 Strands were cut, and final inspection of the stay cables was carried out to check if the stressing force was satisfied. 4.8.4 The protection cap was installed on the anchorage and the corrosion protection compound was injected.
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Figure 6 Preparation of HDPE Stay Pipe before Lifting (Courtesy of VSL)
Figure 7 Preparation of HDPE Pipe before Lifting (Courtesy of VSL)
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Figure 8 Lifting of HDPE Stay Pipe (Courtesy of VSL)
Figure 9 Lifting of HDPE Stay Pipe (Courtesy of VSL)
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Figure 10 Erection Gantry: General View (Courtesy of VSL)
Figure 11 Erection Gantry with SLB (Courtesy of VSL)

22

Figure 12 Passive (Deck, Main Span) Anchorage of the Stay Cable (Courtesy of VSL)
Figure 13 Installed Stay Cables (Courtesy of VSL)
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Figure 14 Erection Gantry: General View (Courtesy of VSL)
Figure 15 Erection of the Bridge Deck Units (Courtesy of VSL)

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Figure 16 Erected Bridge Deck Units: Underside View (Courtesy of VSL)
Figure 17 Lifting of the Bridge Deck Closure Unit (Courtesy of VSL)
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Figure 18 Lifting of the Bridge Deck Closure Unit (Courtesy of VSL)
Figure 19 Lifting of the Bridge Deck Closure Unit: Underside View (Courtesy of VSL)
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5 Conclusion: The key works of deck lifting and stay cables installation were carried out by VSL operating on a 24/7 schedule, where the coordination between the two disciplines resulted in an erection cycle two days faster than that initially anticipated, allowing a gain of about a month in the main deck erection program.
Figure 20 As-built Construction Program: Installation of Stay Cable and Bridge Deck Erection Works (Courtesy of VSL)
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References: 1 VSL International Ltd., Berne, Switzerland, Heavy Lifting Section, Heavy Rigging. 2 Jamie McKenzie, VSL (Thailand) Co., Ltd., Bangkok, Thailand, Method Statement for the Deck Lifting Operations Required for the Deck Units at the Industrial Ring Road Project. 3 Pelle Gustavsson, VSL (Thailand) Co., Ltd., Bangkok, Thailand, Industrial Ring Road Contract 1 & 2 Bangkok Thailand - Stay Cable VSL SSI-2000 Final Site Report.
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Figure 21 South Main Bridge: Side Span MS4-MS6, Deck Layout (Courtesy of TNNS JV)
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Figure 22 South Main Bridge: Pylon MS3 & MS4, Dimensions & Construction Stages (Part 1) (Courtesy of TNNS JV)
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Figure 23 South Main Bridge: Side Span MS1-MS3, Deck Layout (Courtesy of TNNS JV)
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Figure 24 North Main Bridge: Pylon MN3 & MN4, Dimensions & Construction Stages (Part 1) (Courtesy of TNNS JV)
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Figure 25 North Main Bridge: Pylon MN3 & MN4, Dimensions & Construction Stages (Part 2) (Courtesy of TNNS JV)
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Figure 26 North Main Bridge: Side Span MN4-MN6, Deck Layout (Courtesy of TNNS JV)
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Figure 27 North Main Bridge: Side Span MN1-MN3, Deck Layout (Courtesy of TNNS JV)
35

Seminar Document - EIT - IRR Cable-Stayed Bridge - 13 October 2007

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VSL (Thailand) Co., Ltd.

INDUSTRIAL RING ROAD PROJECT CONTRACT 1 & 2

BRIDGE DECK LIFTING AND STAY CABLES INSTALLATION

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

mm 350 385 385 440 440 490 G2 mm 75 75 85 95 110 110

mm 425 470 470 530 540 590

Figure 3 VSL Stay Cable System SSI 2000 (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

Figure 6 Preparation of HDPE Stay Pipe before Lifting (Courtesy of VSL)

Figure 7 Preparation of HDPE Pipe before Lifting (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 8 Lifting of HDPE Stay Pipe (Courtesy of VSL)

Figure 9 Lifting of HDPE Stay Pipe (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 10 Erection Gantry: General View (Courtesy of VSL)

Figure 11 Erection Gantry with SLB (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 13 Installed Stay Cables (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 14 Erection Gantry: General View (Courtesy of VSL)

Figure 15 Erection of the Bridge Deck Units (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 16 Erected Bridge Deck Units: Underside View (Courtesy of VSL)

Figure 17 Lifting of the Bridge Deck Closure Unit (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

Figure 18 Lifting of the Bridge Deck Closure Unit (Courtesy of VSL)

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

VSL (Thailand) Co., Ltd.

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