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www.thestructuralengineer.org

TheStructuralEngineer 9
August 2014

Project
focus
Peer-reviewed papers focusing on the structural engineering challenges faced during the
design and build stages of a construction project.

ˇ Bridge,
10 The construction of Zemun Borca
Belgrade, Serbia
Authors from project engineer, Louis Berger Group, describe a three year, $260M project to design and build
a 1.5km, 172m main span post tensioned box girder bridge for Belgrade, over the River Danube.

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The construction of Zemun

Borca
ˇ Bridge, Belgrade, Serbia
Project development and funding
Vladmir Vacic MSc, CE (Str. Eng) Louis Berger Group The project was financed from a loan
agreement between the Export-Import
David Phillips BSc, MSc, CEng, FIStructE, FICE Louis Berger Group Bank of China and the Government of the
Republic of Serbia. The Export-Import
Bank of China financed 85% of the
Synopsis investment with the remaining 15% secured
The Zemun Borca Bridge (Figure 1) is a multi-span crossing of the River by the Government of Serbia. The project
Danube located within the suburbs of Belgrade, Serbia. The main span has beneficiary was the City of Belgrade.
a clear navigation span of 172m with side-spans of 95m and was designed The bridge was designed by contractor,
for balanced cantilever construction. The 1.1km approach structure viaduct China Road and Bridge Corporation in
has a typical span length of 48m and was designed for span by span collaboration with the Serbian Institute of
Transport (CIP). The contract price was
construction using a launched moveable support system (MSS). The bridge
initially USD 255M but an Annex II to the
construction was completed in less than three years by Chinese contractor, main contract was signed on 14 May 2012
China Road and Bridge Corporation. This paper presents some of the with a modified contract price of USD 260M.
specific (and occasionally unusual) aspects of the bridge's construction, as The cost of the Zemun Borc̆a bridge was
well as the materials and techniques used. valued at approximately USD 100M. The

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“The main bridge

crossing is a dual
cast in situ post
tensioned box
girder with a main
navigation span of
172m”

 Figure 1
Zemun
Borca Bridge

contract was awarded on a design and and Pancevo townships, reduces traffic containers with a total volume of 18 000
construct basis based principally on the congestion on the only existing Danube litres. The production capacity of the plant
FIDIC design and build form of contract. river crossing (Pancevo Bridge), alleviates was 100m3/h. On the right (Zemun) bank, a
The contractor submitted a lump sum bid traffic flow between Banat and Srem and fixed batching plant facility with a capacity
which was administered during construction improves the existing urban traffic network of 130m3/h was available for use.
through scheduled interim milestone in and around Belgrade. The overall length The Serbian code for reinforced
payments. of the bridge is approx. 1.5km. The length of concrete1 requires that discharge concrete
the associated south approach roadworks temperatures does not exceed 30°C and
Project location and site facilities to the Novi Sad highway is approximately that the maximum temperature within the
The Zemun Borca Bridge (Fig. 1) is located 1.4km and the length of the associated as-cast concrete mass does not exceed
on the outskirts of the City of Belgrade and north approach road to the Pancevo 65°C. For this reason, the batching plant
connects the Municipality of Zemun with highway is 18.6km. was fitted with a liquid nitrogen injection
the suburban township of Borca close to At works commencement, the contractor system for cooling cement. Liquid nitrogen
the confluence of the River Danube and the established site facilities on the left was used to cool the cement as it was
River Sava (Figure 2). Borca is located 8km (Borca) bank of the river that included off-loaded from the bulk transport into
north of downtown Belgrade, in the Banat both office and living accommodation the storage silo. A special nozzle system
section of the municipality of Palilula. facilities for 250–300 personnel, together for mixing cement and liquid nitrogen
The bridge crossing forms part of the with a production area which included a was mounted before the riser pipe of the
Belgrade North Tangent Road, a designated construction equipment storage area, a cement silo. With this system, liquid nitrogen
trunk road, and is an essential part of the pre-fabrication and steel processing area, a was activated when cement started flowing.
Belgrade Master Plan scheduled to be wood processing plant and a steel and raw The mixing action created by the liquid
implemented by 2021. The overall project material storage yard. nitrogen injection ensured efficient, uniform
axis extends from the Belgrade-Novi Sad A mobile concrete batching plant was cooling. The liquid nitrogen evaporated
highway to Zrenjaniski Road and onward erected next to the main site facility on during this process and the resulting gas
to the main Pancevo highway. This axis the Borca bank. The plant comprised three entered the silo with the cement, cooling it
consists of a dual three lane highway with cement silos with a total capacity of 380t, further. The refrigerating energy of the gas
central median and marginal edge strips. four separate fraction aggregate bins coolant meant that the system was capable
The North Tangent Road, including Zemun filled by front end loader, cold feed bins of reducing concrete temperatures by up to
Borca Bridge, provides access to Zrenjanin with a volume of 2500m3, two admixture 5–10°C.

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material formed of a variety of lithological

compositions. At shallow depth there is
swamp material and alluvium: silt, sand
and silt and laminated mud. Below this is
a mixture of alluvial lacustrine sediments:
silt, silty clay, sand and gravel. At depth,
there is a mixture of sediments of swamps
and lakes: marly clay with calcium crystals,
sand, gray clay and marl.
On the Zemun bank (Figure 5),
quaternary sediments within the Zemun
side sub-strata were represented with a
complex of loess sediments about 25m
thick. Loess is an unstratified, geologically
recent deposit comprising silty loamy
material that is buff/yellowish brown in
colour and is chiefly deposited by the wind.
It is a sedimentary deposit composed
N Figure 2
Location plan S Figure 3
General arrangement largely of silt-size grains that are loosely
cemented by calcium carbonate. It is
homogeneous and highly porous and is
traversed by vertical capillaries that permit
the sediment to fracture and form vertical
bluffs resulting in impaired physical and
mechanical parameters and potential slip
instability. Under the loess complex are
alluvial swampy sediments. The thickness
of these deposits are typically 5.0–8.0m
and lie above absolute ground levels
62–67 mnv*. Below the complex of alluvial
sediments are pebbly-sandy materials of
riverbed facies, with rare 'letna' sandstone.
The thickness of this complex is 10–15m
and it occurs around ground level 45–62
General description span depth is 4m deep with a span to depth mnv. Piles on the Zemun abutment were
The Zemun Borc̆a Bridge consists of two ratio of 1/43 (Figure 4). founded at 54.93 mnv, 31m below pile-cap
independent 13.95m wide superstructure The approach viaduct structures have level.
decks at 15.23m centres, with each deck typical spans of 48.4m and were designed Under the River Danube and Borc̆a
carrying an 11m wide road carriageway for span by span construction. The cross bank, alluvial deposits are, depending on
comprising three 3.5m wide vehicle lanes, section of the approach structures is a depth, the same geological composition
with a 0.5m wide marginal strip and a 2.0m single cell box girder of depth 3m, with top as in the loess plain zone, starting with
wide pedestrian/cycleway (Figure 3). Each flange width 13.95m and bottom flange alluvial-swampy loess like sediments, with
carriageway has standard crossfalls of 2.5% width 7.45m. Top flange thickness varies thickness 10–15m. Alluvial sediments of
with pedestrian/cycleway crossfalls also of from 250mm at mid-span, with haunching riverbed facies, pebbled sands and sands
2.5%. The overall width of the main bridge is next to the pier diaphragm increasing this are up to 10m thick and lie around absolute
29.38m with a median of 2m. The designed thickness to 500mm. Web thickness varied ground level 50–60 mnv. Alluvial-lacustrine
posted speed for the crossing is 80km/h from 500mm at mid-span to 700mm at pier sediments are present around absolute
with the road being classed as an urban supports. ground level 20–48 mnv in the riverbed
expressway. The main spans are supported by zone and are about 20–25m thick. Piles for
The main bridge crossing is a dual cast in mechanical bearings restrained transversely the main bridge river piers were founded
situ post tensioned box girder with a main and longitudinally at the main river Piers at 27.10 mnv, 41.5m below top of pile-cap
navigation span of 172m (Pier 4–5) with 4 and 5 and transversely at Piers 3–6. level. Piles on the Borc̆a approach were
two side-spans of 95m (Piers 3–4 and 5–6) The approach spans are supported by founded at toe levels between 33.6 mnv
and was designed for balanced cantilever elastomeric bearings without additional and 40.6 mnv, approximately 35m below
construction. This form of construction horizontal restraint. Special arrangements pile-cap level.
was chosen to minimise the importing of were required during construction to provide
fabricated steel, thus maximising the use of additional restraint to the main spans to Hydrological conditions, fluvial
locally available concrete and reinforcement. allow balanced cantilever construction. All studies and scour
The navigational clearance under the main bearings were designed for seismic loading. There were several unique characteristics
span is 150 x 9.5m. The main span box of the River Danube that required
girder is dual single cell and of variable Geology and geotechnical conditions investigation during design. The ground
depth. The pier head segment is 10m deep The geological stratum across the River water conditions are extremely variable
with a span to depth ratio of 1/17.2, the mid- Danube is principally developed from alluvial and complex. The normal river width is

* mnv refers to Balkan geodetic datum

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700m but increases to 1100m during flood, Temporary jetty and tower cranes capacity of 160kN with a rated hoisting
when the main river channel moves towards Two temporary jetties (Fig. 1) were moment of 2500kNm. The tower cranes
the Borca bank. The minimum navigation constructed, extending from both banks of were 40m in height with a working jib length
water level at the bridge site is 70.1m while the river, to provide segregated pedestrian of 70m. The maximum operating wind speed
the maximum is 74.36m, which provides and construction vehicle access to all river was limited to 20m/s.
a navigation clearance of 150m × 9.5m. piers. The Zemun bank temporary jetty
The river is used mostly by pleasure cruise was approx. 190m long with the Borc̆a Piling, integrity testing and static load
ships and cargo vessels. The lowest ever bank being 780m. Both were arranged with testing
recorded water level is 68.67m (November loading platforms and gangways at all pier All piling on the Zemun Borc̆a Bridge
1983) and the highest is 75.70m (April locations. The jetties had a working width comprised bored reinforced concrete piles,
2006). Elevation of the bed of the main for construction vehicles of 5.8m and a 1.0m varying from 1.2m diameter on the approach
river channel of the Danube is 62–65m. segregated pedestrian access. Designated viaducts to 2.0m diameter on the main
The riverbed where the bridge is situated vehicle turning areas were provided. A river crossing. Steel reinforcement to piles
is alluvial channelled, with the Borca bank maximum vehicle speed of 20km/h was was welded using automatic cage welding
scoured and the Zemun bank deposited. posted. Supporting systems including fire machines and installed full length. 336 piles
Seasonal floods produce alluvium matter fighting equipment and over-water buoyancy were designed and installed for the crossing
resulting in cross sediment transport and aids were provided in cabinets secured and approaches, with the deepest piles
shore morphology. The riverbed is highly to the edge barriers. A typical longitudinal extending 41m below pile-cap founding level.
permeable with underground waters span was 9m. The transverse distance The bored pile construction used shallow
existing from 2m below ground level. from the edge of the access jetty from the steel casing and direct excavation to toe
Underground waters and the river waters longitudinal centre line of the main bridge level under bentonite by means of rotary drill
have a direct hydraulic connection resulting was approximately 18.75m, and the elevation and kelly. The bore was stabilised using a
in seasonal reservoirs and artesian of the surface of the trestle bridge was locating guide frame with temporary steel
conditions. The depth of the underground set at +76.00 mnv. The temporary jetty casings installed in the upper alluvial layers;
water under the riverbed at the bridge is construction comprised steel casings of the length of the casing being determined
2–3m. The average flow velocity at the diameter 720mm × 8mm with a transverse from the in situ soil conditions encountered.
bridge site is 0.5–1.2m/s while the maximum spacing of 5.2m. A grillage of transverse The steel casings were rolled and welded
velocity in the main river navigation channel and longitudinal girders were topped with on-site with the initial drive using an 80t
is 3-4m/s. transverse load bearing distributing beams crane and vibratory hammer (Figure 6). The
With the main river piers being placed of rectangular steel hollow section 200 × lengths of casing varied from 20–27.5m for
within the main navigation channel, fluvial 100 x 6mm. the main bridge foundations.
studies and prediction of scour depth Two self-climbing tower cranes were Bentonite slurry was used as the drilling
were essential. The shape of the predicted located at each of the bridge main river fluid to stabilise the bored hole during
fluvial abrasion hole and accumulation Piers 4 and 5 (Fig. 1) and were founded and boring and concreting. During the boring
area around the main bridge pier and pile anchored to the main river pier pile-caps. process, the level of bentonite slurry was
group was determined; with the maximum Each tower crane had a maximum hoisting kept as high as possible within the casing,
permissible scour depth around the well above the existing ground water. A
foundation being assessed at 4–6m. A turbine pump was used to remove the slurry
bathymetric survey of the riverbed was loaded with soil particles in suspension from
carried out at both works commencement the bottom of the casing. The slurry was
and during the contract period, to monitor pumped to open lagoons for land based
scour and to ensure scour depths were not piles and storage tanks on the temporary
exceeded. jetty loading platforms for river based

 Figure 4
Deck cross-section: main bridge

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 Figure 5
Geological conditions:
Zemun side
the need for mechanical vibration. Concrete
was delivered via a custom built hopper and
8m3 delivery regulator. Integrity testing of
piles was undertaken using a testing regime
comprising both ultrasonic cross hole testing
and, separately, low strain seismometric
echo testing. Every pile on the project was
tested, using low strain integrity testing with
15–20% of all piles being additionally tested
using ultrasonic cross hole testing. Between
Pier 22 and 23, the contractor undertook
a pre-production static pile load test to
twice working load (20 000kN) to confirm
design parameters. The test pile was 2.0m
in diameter and represented one of the
main bridge river piles. The reaction system
comprised two anchor piles of diameter
1.5m with a pre-stressed concrete reaction
beam. The basis for the test pile was the
ASTM's Test Methods for Deep Foundations
under Static Axial Compressive Loads2.
The test pile was instrumented with strain
gauges and extensiometers to measure
the transfer of load along the length of the
pile. The maximum settlement under twice
working load was 32mm compared to a
predicted settlement of 25mm. An additional
post-production load test was undertaken
at the Zemun abutment to prove the pile
load settlement behaviour in the difficult
loess sub-strata and sub-formation. An
additional pile to the production piles was
installed within the pilecap footprint. The
pile was loaded via a load cell fitted under a
reaction beam stressed to the pile-cap using
16 x 350kN tension bars. The pile was load
tested to the pile service load of 4800kN.
On the Zemun Plateau (Fig. 5) there were
a number of residential properties in close
proximity to the site boundary. A vibration
mapping and monitoring program was
implemented to measure and monitor
vibrations and settlements during piling
works.

Cofferdam, pile-cap and pier

construction
Except for the main bridge piers, the typical
pile-cap foundation had a depth of approx.
piles and subsequently recycled through a mixed with general fill and transported to a 10–12m below water level. The cofferdam
recycling unit. The process was continued spoil area. In order to ensure satisfactory support system comprised conventional
until the bentonite arriving from the base performance, an on-site laboratory regularly steel sheet piles braced with walings
of the bored hole had been flushed out. tested the slurry. During drilling, testing was and 720mm diameter x 8mm thick steel
Upon completion of boring, the bottom of undertaken every hour until the compliance pipe casings as transverse supports. The
the bored hole was thoroughly cleaned with requirements stabilised. The apparatus foundation pit was dimensioned at 25.5m
the cleaning bucket prior to recycling of the available in the laboratory included a mud x 10.5m (Figure 7) with pile top elevation
bentonite. Four spare casings were sunk in balance for density testing, a marsh cone for at 76.0m and pile bottom elevation 57.0m;
advance, and maintained ready to receive viscosity testing, sand screen apparatus for resulting in a sheet pile length of 19m with
excess bentonite slurry. The slurry was sand content and litmus paper for measuring a design high water level of 75.7m. At Piers
prepared using undispersed high viscosity pH. The parameters for this testing were as 4–6, the pile-cap was seated on a minimum
natural or activated sodium bentonite mixed Table 1. 2m thick mass concrete plug/cushion
with high turbulence mixers. Bentonite Concrete grade MB30 (maximum formation layer of C30 underwater concrete.
pumps were used to deliver slurry mixes to aggregate size 32mm) underwater high This concrete plug provided stability to the
the pile casings. Contaminated slurry was slump tremie concrete was used to eliminate cofferdam, enabling the lower transverse

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supports to be removed so the base could units. Piers incorporated box outs to mm2) in HDPE sheathing. Typically, six
be constructed with the cofferdam pumped accommodate temporary works for the tendons were pre-stressed per segment,
out. In order to overcome water buoyancy launched moveable support system (Figure four (two paired) top flange 19-strand
the concrete plug thickness was sized over 9). tendons and two 27-strand in-web tendons
2m, such that its mass counter-balanced the all locked off within the box cross-sectional
dewatered depth. For the remaining piers at Main bridge and approach viaduct — area (Figure 10b). Continuity tendons
shallow depth, de-watering equipment had segment configuration and prestress were typically 19-strand tendons locked
sufficient capacity, such that only a nominal The main bridge span geometrics over the off within bottom flange/web anchorage
0.5m plug was required. main river channel resulted in a configuration blisters. Shear enhancement to the box
The main bridge piers' pile-caps utilised comprising three spans; a main span of structural properties was provided by using
a braced cofferdam comprising a hybrid 172m and two side-spans of 95m. The vertical pre-stress within the main span
arrangement of 1420mm diameter x 10mm superstructure segments were simple pre- webs. 8 x 32mm diameter full-height pre-
thick steel pile casings interlocked with stressed box sections of variable height and stressing bars (nominal strength
conventional sheet piles for additional length but with constant width. The single 1030N/mm2) per segment were anchored
strength and stability. The cofferdam cell box girder was 10m deep above each within the web/bottom flange haunching,
foundation pit geometry was 36.7m x pier and 4m deep at midspan. The box was with live end anchorages and stressing
20.4m overall with a lattice configuration of dual single cell construction with a 2.5% through the top flange.
of cross beams and walings (Figure 8). All crossfall. The overall width of each box The approach viaduct segment length
cofferdams were designed for hydrostatic girder was 13.95m, with the box width being was typically 48m and designed for span
water forces together with dynamic forces 7.45m wide. The height of the box girder by span construction. Pre-stress comprised
due to currents, waves and accidental and the thickness of the bottom flange slab conventional full span by span pre-
loads. Vibration hammers were used for was set to a parabolic profile. The segments stressing tendons, 5 x 27-strand tendons
installation. Scour of the riverbed around all varied in length from 3.0–4.5m (to provide per web, stressed sequentially to provide
cofferdams was monitored. uniform segment weight) with a 2.0m closing minimum deck eccentricity. Transverse top
The approach viaduct and the main segment (Figure 10a). flange pre-stressing tendons comprised
bridge piers were constructed using Post tensioned tendons consisted of 19 or 3 x 15.7mm strand in flat HDPE sheathing
conventional cast in place reinforced 27 x 15.7mm diameter low relaxation seven at 0.5m centres with live and dead end
concrete construction using steel formwork wire superstrand (nominal strength 1860N/ anchors staggered. Pre-stressing tendons

Table 1: Parameters for bentonite testing

 Figure 6
Vibratory hammer Property to Compliance Test
be measured value method
Less than 1.1 Mud density
Density
g/ml balance
Viscosity 32 to 50 Marsh cone
(Marsh value) (60 re-cycled) method

7 to 11 pH indicator
pH
(12 re-cycled) strips
Sand content Less than 4% Screen

 Figure 7
Typical pier cofferdam

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 Figure 8
Main bridge Pier 5 cofferdam

of approximately 700t of water and 950t of

sand bags. Figure 11 shows the arrangement
of sand bags, liner and water.

Construction and operation of

launched moveable support system
The typical sequence of construction using
the MSS technique (Figure 12) was as
follows:
For the first segment, two pairs of
moveable triangular truss pier brackets with
glide upper runways were deployed onto the
pier structures using a 50t crawler crane.
The steel brackets were pre-stressed to the
pier head using pre-stressing bars. 52 bars
(26 on each pier) were stressed to 275kN.
The main function of the pier bracket was
to transfer loads from the main launching
beam onto the piers. On top of each

were protected using vacuum grouting with

bar pre-stress protected by conventional S Figure 9
Moveable
support system:
injection grouting. segment launcher

Approach bridge — launched

construction
The northern approach (Borca bank)
viaduct was constructed using an
underslung launched moveable
support system (MSS). The MMS
technology permits full span in situ
concrete construction of cast in place
superstructures without intermediate
supports between piers. Launching
reduces the technological cost of
construction and, while launching stresses
marginally increase the quantities of
permanent works concrete, the balance is
positive and the solution is cost-effective.
The superstructure was formed of a
single cell pre-stressed box girder per
carriageway, designed for span by span
construction with a typical span length
48m. The MSS comprised a casting
cell assembled and suspended within
in a self-launching twin girder overhead
truss and beam system. The MSS main
steel beam and truss nose assembly was
configured with transverse beams and Load testing the moveable support bracket, a control bogie comprising jacks
working platforms. This span by span system launcher for longitudinal movement, main beam lifting
macro-segmental construction technique The MSS launcher was pre-load tested in jacks, and jacks for transverse movement
employed a rear pendular leg and a front order to verify load carrying capacity and were installed. The launcher's primary steel
support beam that transferred support stability of all structural parts, to eliminate beams comprised 2200mm x 3400mm steel
onto the deck and forward pier prior to non-elastic deformation and joint take-up box girders with 24mm flange and 14mm
launching. The total length of the MSS and to investigate and measure elastic web plates. Each main girder was divided
was 103m (main support beam box girder deformation against predicted deformation into five sections using full web and flange
60.5m with truss girder 42.5m). The MSS for pre-camber calculation. The launcher splice bolted connections to allow for site
was equipped with fully automated drive was load tested using sandbags and water assembly. The nose beams were box section
mechanisms, hydraulic systems and to a load of 1.05 times the nominal dead load truss girders also divided into four sections
power packs. Use of the MSS allowed one of one span of the concrete superstructure with spliced bolted connections. The MSS
complete segment to be cast at once with and formwork. This load was calculated was fitted with a front support beam which
a cycle time of approximately two weeks to be 1650t including the weight of the hoisted the front end of the launcher using
per span. internal formwork. The load was made up hydraulic jacks on the forward pierhead and

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 Figure 10a
Segment layout: main span

 Figure 10b
Prestress layout: main span

a rear pendular hanging beam to support the girders were launched to the next span. river piers. Two pairs of custom-made form
rear end of the launcher during launching. During the launching operation the main traveller carriages, each weighing 37t, were
After concreting a typical 48m long rear pendular suspension leg was moved to set up on rails on the pier heads to support
segment in one complete pour, and the its next position on runway beams seated the formwork for the main and side span
curing and tensioning of the pre-stressing on the top deck flange slab. The two main segments (Figure 14). The form traveller
tendons, the MSS main beam and truss girders were jacked transversely and joined carriages were self-launching using short-
girders were lowered by the main jacks in the middle of the transverse beam system. stroke hydraulic jacks to push forward the
fitted at the rear pendular suspension leg The main girders were set to line and level entire overhead assembly on runway beams.
(Fig. 12) and on the front pier bracket (Fig. ready for concreting. As the superstructure proceeded towards
9). The joints in the middle of the formwork mid-span, box sections became shallower.
supporting the transverse beam system Main bridge balanced cantilever The internal web forms were constructed in
were released. Front and rear formwork construction sequence, load testing removable segments, the outer steel forms
supporting jacks were lowered until the of travelling formwork hung down beneath the permanent works.
formwork separated from the concrete. The main bridge construction sequence The construction of cantilever segments
The main beam box girders and formwork is shown in Figure 13. The construction was targeted at a two week cycle with
were moved into a position where the methodology used for the main span super- stressing at five days.
tranverse beams could pass the piers. The structure, incorporated in situ balanced After assembly of the balanced cantilever
pier bracket transfer operation involved cantilever construction. A 14m long formwork, a simulated load test was
releasing the forward propulsion launching pierhead segment was cast on conventional undertaken to 105% of the segment dead
jacks, releasing the transverse bracket formwork supported on temporary props. load by a reaction force applied to a custom
pre-stress and winching the pier brackets This provided a platform for launching the designed steel bracket anchored to the
along glide runways located within the main travelling formwork. Using this technique, pier head unit (Figure 15). The loading was
beam and truss girder lower flange to the the formwork was suspended from the end applied incrementally in 20% increments
new pier locations. The MSS was then ready of the last segment. The new segment was with each increment of load being held for
for launching. The launching operation to cast, and after the concrete had developed 10min. The total force applied was 254.7kN,
the next span and concreting position was a predetermined strength, the section was with the maximum weight of segment plus
executed using a short stroke re-cycled jack post-tensioned to the previous segment. formwork being 242.8kN. The maximum load
operation to the underside of the main box Segments were cast as complete units was successfully held for 2h. The maximum
beams. The two main girders and nose truss and stressed in pairs, one each side of the weight of one segment was 245t.

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E Figure 11
Pre-load testing the
MSS launcher: cross sectional
arrangement

N Figure 12
Moveable support system
ready for launching

Control of out of balance forces longitudinal bumper connection at Pier 6 and horizontal friction in
Each pier had a cast in place pier head unit. Out of balance forces the main bridge bearings. Water tanks using steel casings were
arising from cantilever construction were resisted by temporary deployed to provide balanced load distribution during main span and
twin steel tubular props on either side of the main span river piers side span closure casting of concrete. The weight of the water tanks
supported from the pile-caps. Props were 1200mm diameter casings was equivalent to the weight of the closure segment, with water
14mm thick filled with 45MPa concrete. A secondary inner prop being released incrementally as the closing segment was cast.
(720mm diameter and 8mm thick) was also supported from the
pile-caps and this, together with brackets on the 1200mm diameter Deformation control during construction of balanced
casings, was used for supporting formwork for the zero segment pier cantilever main span
head unit. In-plan rotation of the cantilevers under differential wind Strict control of deflections during construction was crucial
loading was controlled during construction by bracing the props from because this type of bridge has historically shown propensity
the piers. Strains and associated forces in the props were monitored to develop larger time-dependent deflections than could be
during construction. In addition to the provision of temporary predicted in design. This is largely due to deformation prediction
propping, in order to provide an encastré fully secured stable not being reliable as a result of the high degree of uncertainty
connection between the pier head unit and the substructure during in creep and shrinkage prediction and estimating model
cantilevering, the pier head unit was stressed via concrete outriggers parameters (such as temperature and relative humidity), the
to the substructure using pre-stressing bars (Figure 16). A temporary complex segmental construction process and the sensitivity
concrete frangible pack surrounded the permanent bearings. of deformations to variations in the construction schedule.
As excessive deflection may lead to deterioration of the
Side span and main span closure bridge aesthetic, serviceability problems and traffic safety
The construction sequence for the 2m long main span and side span being compromised. Accurate prediction of the deformation
closure segments (Figure 17) required monitoring and observation was considered essential for the successful erection of the
of ambient day and night temperature in order to determine the superstructure, as well as the uncompromised state of the bridge
optimum time for locking and casting the closure segments. throughout its design life.
Following installation of temporary restraint beams (top and bottom As the construction methodology and chronology had such
flanges – Figure 18 and 19) to restrain and secure the main span and a determinative influence on deformations, a time dependent
side span closure, the transit plates for the main bridge Pier 3–6 phased structural analysis was required. During each segment
primary mechanical bearings were released to unlock and activate construction, the elevation of the entire span was measured
the bearings for horizontal translation movement. Overall longitudinal by levelling the forward tip of the travelling formwork. A
fixity against gravitational creep was provided by a temporary two-dimensional numerical algorithm computer model was

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19

 Figure 14
Balanced cantilever formwork

 Figure 13
Main bridge: construction sequence  Figure 15
Load testing balanced cantilever formwork

developed for the incremental analysis of the cast in place Articulation system and structural bearings
balanced cantilever segments. The numerical model simulated Structural bearings used on the bridge comprised two types; anti-
the segmental construction procedure through the entire life seismic high damping elastomeric bearings on the approach viaducts
span of the bridge. The model took into consideration effects and anti-seismic mechanical spherical bearings on the main bridge.
caused by differences in age of bridge segments, the sequential All bearings were designed and installed to the requirements of
application of permanent loads and pre-stressing, changes in BS EN 13373.
both segment temperature and ambient temperature, material Anti-seismic high-damping laminated elastomeric bearings (Figure
elastic modulus and shrinkage and creep of concrete, temporary 20) were installed on the continuous approach viaduct structures.
supports, relaxation and curvature of pre-stressing tendons and The bridge and approach viaduct structures are situated in an area
vertical and horizontal movements of the supports as well as their of moderate seismic activity. It was therefore desirable to isolate
rotations. It also evaluated redistribution of internal forces with the viaduct superstructure from ground movements by supporting
time after continuity. Critical segments were instrumented with the approach superstructure on flexible elastomeric bearings, i.e.
strain gauges and thermocouples, with data being fed back such providing a floating superstructure. This additional flexibility allowed
that the monitoring team could update the two dimensional model. the natural period of the structure to differentiate from the natural
Actual stresses were monitored against predicted stresses. The period of any earthquake. This served to lengthen the natural period
prescribed pre-camber was continually adjusted accordingly. of vibration and hence reduce the structure's response to seismic
Furthermore, a nominal time lag was inserted between Pier 4 and loads and resonance; in turn reducing the risk of damage or collapse
5 cantilevers in order that, if observed deflections should exist, a during a seismic event.
correction could be made to the lagging cantilever. Three overall The high-damping rubber bearings used, consisted of multiple
vertical control alignments were monitored: elastomer layers made of special dissipative rubber compounds,
separated by reinforcing steel plates moulded to the rubber layer.
• After main span closure Steel plates were bonded to the rubber through a vulcanisation
• After completion of superimposed dead loading including deck process which increased the resistance of the bearing to vertical
finishes and asphalt loads. These steel plates were fully embedded within the elastomer
• At taking over — based on time dependent adjustment between for corrosion protection. The anti-seismic bearings dissipate energy
control alignment No. 2 and 10 years following opening to traffic by hysteresis and work on the principle of base isolation, limiting the
energy transferred from the ground to the structure, in the event
Spare continuity ducts were provided within the bottom flange of a seismic episode. The rubber and steel laminated bearing were
such that there was scope for level adjustment and correction designed to support the weight of the structure and to provide
should traffic or dead loading increase in the future. post-yield elasticity. This type of anti-seismic bearing is capable

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20 TheStructuralEngineer Project focus
August 2014 Zemun Borca Bridge

 Figure 16
Temporary propping
to balanced cantilever

reducing seismic force and displacement

demand)
• have sufficient maximum design
displacement to dissipate seismic energy

The bearings were connected to the

superstructure and substructure by means
of threaded sockets. Temporary transit
 Figure 17
Main span and side span closure plates with lifting hooks were fitted and
remained in place until main span and
of supporting live vertical loads and low of the superstructure. The main bridge side span closure. The sliding bearings
displacement horizontal loads. They were was fixed at Pier 4 on the upstream were fitted with butyl rubber dust aprons
designed to absorb movements due to structure and Pier 5 on the downstream to protect the bearing sliding surfaces
temperature, creep and shrinkage while structure with transversely guided and and were fitted with movement scales
transferring longitudinal and transverse free longitudinal bearings at Piers 3 and 6. for measuring horizontal movement of
loads such as traction and braking forces The designed seismic force demands on the bearing during service. The bearings
and wind effects. The upper and lower Piers 3 and 6 with sliding bearings were were also provided with electrical isolation
secondary anchor plates allowed for easier small under longitudinal ground movement, devices to prevent the passing of stray
replacement of the device during service. such that almost all of the inertia force of current through the bearing.
The main bridge balanced cantilever the superstructure is transferred to the
superstructure bearings comprised anti- foundations by Piers 4 and 5. The bearings Bridge barriers, walkway slabs and
seismic spherical mechanical pot bearings were designed to: handrails
(Figure 21). Due to the much larger spans The bridge vehicle restraint system
and corresponding loads on the main • increase the structural fundamental comprised a combined pedestrian vehicle
bridge, laminated elastomeric bearings vibration period concrete restraint barrier with a steel crash
were not suitable, leaving steel mechanical • provide a restoring force after sliding to rail to provide protection to pedestrians
bearings as the selected bearing type. prevent dislocation and unseating following using the walkway behind the containment
They were designed to accommodate any earthquake aftershock barriers (Figure 22). The containment class
rotations about any axis and movements • have capacity for seismic dissipation (thus was H2-W4 and barriers were designed

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21

to be compliant with SRPS EN 13174. The vacuum grit blasting. Underneath the design and construction presented major
barrier was precast on site in 6m panel asphalt roadway, the system comprised challenges to the Chinese contractor China
lengths and designed to contain and redirect a fast curing primer, two coats of MMA Road and Bridge Corporation. The area’s
vehicles without complete failure or damage with a final adhesive bond coat of polymer geology and geotechnics together with
to the bridge superstructure top flange slab modified bitumen. Underneath the cast in active river conditions and difficult third
and cantilever. Walkway slabs comprised situ concrete pedestrian walkways, because party interfaces made this an unusually
discrete in situ concrete slabs cast in 6m of the protection provided, the system was demanding project. The safety of all bridge
bay lengths to control creep and shrinkage. the same except only one coat of MMA was operations on multiple work fronts required
Walkway slabs incorporated telecom and applied with no final bond coat. close interaction between the contractors'
power cable ducting with associated draw workforce erecting the bridge and the
pits. The pedestrian/cycle walkways were Conclusions complex structural, mechanical and electro-
provided with a durable, slip resistant Zemun Borc̆a Bridge with a main navigation hydraulic components of the launching
surfacing system supplied in two colour span of 172m is the second crossing and balanced cantilever operations. The
tones — red and grey. The material was of the Danube River in Belgrade. The successful construction of this technically
liquid applied, three component, fast curing, bridge form is a versatile and economic demanding bridge, in less than three years,
UV stable slip-resistant surface coating form of construction and presents an using both established and innovative
based on Methyl Methacrylate (MMA) resins. aesthetically pleasing solution, in keeping construction methods, was the result of
The pedestrian safety guardrail comprised a within its attractive rural river setting. The continuous review of the project dynamics,
robust 1.25m high galvanized steel handrail
with vertical posts of 100mm and 100mm x
5mm thick square hollow section together
with 101.6mm diameter x 4mm thick handrail
W Figure 19
Temporary restraint
beam: bottom flange
and infill bars.

Expansion joints
Modular expansion joints (Figure 23) were
chosen to accommodate superstructure
deck end movements. Expansion joints
were positioned at the ends of the
balanced cantilever main bridge structure
at Piers 3 and 6, at the Zemun and Borc̆a
abutments and every fifth span on the
approach viaducts. Movements ranged S Figure 20
Elastomeric bearings
from 340–740mm on the main bridge
deck end joints, and 180–420mm on the
approach bridge deck end joints. The
expansion joint comprised edge beam,
centre beam, support bars with strip sealing,
sliding springs, sliding bearings and control
springs. This type of joint was designed
to accommodate longitudinal, transverse
and rotational movements and structure
deformations while also satisfying everyday
thermal requirements. The neoprene sealing
elements were mechanically locked into
the separation beam, with each traffic
bearing separation beam having a dedicated
support bar. The control springs provided
between the support bars ensured a uniform
distribution of the total movement to the
individual joint gaps. Steel stops were
provided at the support bars to prevent
opening of the individual gap by more than
80mm. The support bars were supported
by resilient compression spring bearing
elements within support boxes. Pre-
compression of the sliding springs prevented
the supports from lifting off the bearings. N Figure 18
Temporary restraint
beam: top flange

Bridge deck waterproofing

The waterproofing system comprised
an airless spray system based on acrylic
resins (MMA). Preparation of the finished
concrete surface was undertaken using E Figure 21
Mechanical bearings

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22 TheStructuralEngineer Project focus
August 2014 Zemun Borca Bridge

S
Figure 22
Restraint barrier and crash rail
high levels of skill, diligence and application
in the workplace, together with teamwork by
all project participants.

Acknowledgments
The rapid completion of the bridge is a
testiment to all involved. The design and
construction of the Zemun Borc̆a Bridge
was the combined effort of many individuals
in the following organisations:

Employer: Government of the Republic of

Serbia
Employer's representative: Belgrave Land
Development Public Agency
Contractor: China Road and Bridge
Corporation
Designer: China Road and Bridge
Corporation and the Serbian Institute of
Transport CIP
Project manager and engineer: Louis
Berger in Association with EuroGardi Group

References
E1 PBAB 87: Serbian Code for
Reinforced Concrete
E2 ASTM International (2013)
ASTM D1143/D 1143M-
07 Standard Test Methods
for Deep Foundations
Under Static Axial
Compressive Load, West
Conshohocken, PA:
ASTM International
E3 British Standards Institution
(2000) BS EN 1337-1:2000
Structural bearings. General
design rules, London: BSI
E4 Institute for Standardization
of Serbia (2013) SRPS  Figure 23
Deck modular expansion joints
EN 1317-1:2013 Road
Restraint Systems Part 1:
Terminology and general  Figure 24
Zemun Borca Bridge
criteria for test methods,
Serbia: ISS

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